St. Charles County Transportation Plan 2030 - East-West Gateway ...

THE ST. CHARLES COUNTY
TRANSPORTATION PLAN 2030
February 2007
The preparation of this document was financed in part by the United States Department of
Transportation through the Federal Highway Administration, the Federal Transit Administration,
and the Missouri Department of Transportation. The contents of this report reflect the opinions,
findings and conclusions of the authors, who are responsible for the accuracy of the data herein. The
contents do not necessarily reflect the views or policies of the funding agencies. This report does
not constitute a standard, specification, or regulation.
East-West Gateway Council of Governments
One Memorial Drive
St. Louis, Missouri 63102
314-421-4220 618-274-2750 Fax: 314-231-6120
Internet: sysop@ewgateway.org

St. Charles County
Transportation Plan 2030
Table of Contents
Chapter Page
I. Introduction 1
A. Background 1
B. The 2030 St. Charles County Transportation Plan 1
C. The Study Methodology 1
II. Demographics 3
A. Population and Households 3
B. Employment 4
C. Present Land Use 6
C-1. St. Charles County Sections 6
C-2. St. Charles County Master Plan 10
III. The Existing Transportation System 13
A. Background 13
B. The Existing Major Road Network 13
B-1. Highway Functional Classifications 13
B-2. MoDOT Roads 17
B-3. County and City Roads 17
B-4. Traffic Volumes 18
B-4.1. MoDOT Roads 18
B-4.2. Missouri River Bridges Traffic 27
B-4.3. Major County and City Roads 28
B-4.4. Vehicle Miles of Travel 31
B-4.5. Vehicles and Households 32
B-5. Operational Conditions on Major Roads 33
B-5.1. Interstates and Freeways 33
B-5.2. Expressways 40
B-5.3. Principal Arterials 42
B-5.4. Minor Arterials 45
B-5.5. Major Collectors 46
B-6. Travel Time Study 47
C. Public Transportation 52
C-1. Fixed Route Bus Service 52
C-2. Paratransit Service 53
C-3. Light Rail Transit 55
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Table of Contents
(Continued)
Chapter Page
III. The Existing Transportation System (continued)
D. Railroads 55
E. Pipeline 55
F. Aviation 56
G. Barge 56
IV. Transportation Safety 57
A. Overview 57
B. Major Road System Safety 57
B-1. Number of Crashes, Severity Ratings and Crash Rates 57
B-1.1. MoDOT Roads 58
B-1.2. Comparison of MoDOT Roads to Region and State 66
B-1.3. St. Charles County and City Roads 66
B-1.4. MoDOT and County Crash Rate Comparison 72
B-2. Summary of Road Crash Data 74
B-3. Motorcycle, Bicycle, and Pedestrian Crashes 74
B-4. Deficiencies in the Crash Data Analyses 74
C. Railroad Safety 75
D. Airport Safety 76
V. Present Transportation Plans and Studies 77
A. Background 77
B. The Long Range Transportation Plan 77
B-1. Developing Future Highway Improvements 77
B-2. Investment Priorities 77
B-3. Illustrative Projects 78
B-4. Corridor Studies 78
B-5. Interstate 70 Corridor, Kansas City to St. Louis, Missouri 78
C. The Short Range Transportation Plan 79
C-1. Funding Categories 79
C-2. St. Charles County TIP Projects 80
. D. State of the Transportation System 82
D-1. Mode of Travel to Work 83
D-2. Crash Rating 83
D-3. Other Studies 83
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Table of Contents
(Continued)
Chapter Page
VI. Future Transportation Conditions 85
A. Background 85
B. Demographics 85
B-1. Population and Household Forecasts 85
B-2. Employment Forecasts 86
B-3. Vehicle and Household Forecasts 88
C. Highway Travel 89
C-1. Traffic Forecasting Methodology 89
C-2. Future Traffic Volumes and Travel Conditions
On MoDOT Roads 90
C-2.1. Interstate and Freeways 90
C-2.2. Expressways 103
C-2.3. Principal Arterials 103
C-2.4. Minor Arterials 106
C-2.5. Major Collectors 107
C-3. Future Traffic Volumes and Travel Conditions
On County Roads 108
C-3.1. Principal Arterials 108
C-3.2. Minor Arterials 111
C-4. Safety Concerns 113
C-4.1. The Street and Highway System 113
C-4.2. Railroad Safety 114
C-4.3. Airport Safety 114
VII. Transportation Improvement Needs and Funding 115
A. Background 115
B. The Major Highway System 115
B-1. MoDOT Roads 118
B-1.1. Interstates and Freeways 118
B-1.2. Expressways 119
B-1.3. Principal Arterials 119
B-1.4. Minor Arterials 120
B-1.5. Major Collectors 120
B-1.6. Future MoDOT Funding 120
B-2. County Roads 121
B-2.1. Principal Arterials 121
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Table of Contents
(Continued)
Chapter Page
VII. Transportation Improvement Needs and Funding (Continued)
B-2.2. Minor Arterials 121
B-2.3. Major Collectors 121
B-2.4. County Road Summary 121
C. Public Transportation 122
D. Railroads Projects 122
E.. Aviation Projects 123
F. Pipeline and Barge Projects 123
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List of Tables
Table Page
1. Population and Households 3
2. Employment Data 4
3. Work Trip Destinations 5
4. MoDOT Average Daily Traffic Volumes 19
5. Historical Average Daily Traffic Volumes
Missouri River Bridges 28
6. Missouri River Bridges Traffic Volume Changes
Before and After Opening of Rt. 364 29
7. St. Charles County Road Average Daily Traffic Volumes 30
8. Vehicle Miles of Travel, St. Charles County 31
9. Vehicles and Households 32
10. Level of Service Criteria for Freeway Segments 34
11. Level of Service Criteria for Expressway Segments 41
12. Travel Time Study, Roads Surveyed 47
13. Travel Time Study, Summary of Travel Times 49
14. Travel Time and Delay Data, Ranked by Delays 50
15. MoDOT Highway Crash Data by Type 2002, 2003, 2004 59
16. MoDOT Highway Crash Data, Ranked by Crashes per Mile 60
17. MoDOT Highway Crash Data, Ranked by Severity 61
18. MoDOT Highway Crash Data, Crash Rates 63
19. MoDOT Highway Crash Data, Ranked by Crash Rates 64
20. MoDOT Highway Crash Data, Ranked by Severity Crash Rates 65
21. MoDOT County, Region, State, Crash Rate Comparison 66
22. St. Charles County Road Crash Data by Type, 2002, 2003, 2004 68
23. St. Charles County Road Crash Data, Ranked by Crashes per Mile 69
24. St. Charles County Road Crash Data, Ranked by Severity 70
25. St. Charles County Road Crash Data, Ranked by Crash Rates 71
26. Composite Crash Data, Ranked by Crash Rates 73
27. 2002, 2003, 2004 Motorcycle - Bicycle - Pedestrian Crashes 74
28. Transportation Improvement Program, MoDOT Projects 81
29. Transportation Improvement Program, Local Projects 81
30. Transportation Improvement Program, Transit Projects 82
31. Population and Household Forecasts, St. Louis Region 87
32. Employment Forecasts, St. Louis Region 88
33. Vehicles and Households, St. Louis Region 89
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List of Figures
Figure Page
1. County Sections 7
2. Roadway Functional Classification 15
3. Year 2004 Average Daily Traffic Volumes 21
4. Year 2004 Average Daily Traffic Volumes - East Inset 23
5. Year 2004 Average Daily Traffic Volumes - West Inset 25
6. Year 2004 Levels of Service E and F 35
7. Year 2030 Forecasted Traffic Volumes 91
8. Year 2030 Forecasted Traffic Volumes - East Inset 93
9. Year 2030 Forecasted Traffic Volumes - West Inset 95
10. Year 2030 Forecasted Levels of Service E and F 117
vii

Appendices
Appendix A. Missouri’s Blueprint for Safer Roadways, November 2004,
Executive Summary
Appendix B. Forecasted ADTs for MoDOT Roads
viii

List of Acronyms/Terms
AASHTO American Association of State Highway Transportation Officials
ADA Americans with Disabilities Act
ADT Average Daily Traffic
CMAQ Congestion Mitigation and Air Quality Improvement program
DEIS A Draft Environmental Impact Statement. Studies conducted for major
transportation improvement projects to identify all environmental concerns
associated with the project and to provide solutions to these problems.
EPA Environmental Protection Agency
FAA Federal Aviation Administration
FHWA Federal Highway Administration
FTA The Federal Transit Administration
GPS Global Positioning System
HBRR Highway Bridge Replacement and Rehabilitation
HCM Transportation Research Boards’ Highway Capacity Manual
ISTEA The Intermodal Surface Transportation Efficiency Act of 1991. The ISTEA
authorizes legislation for federal transportation planning mandates and
investment programs.
ITS Intelligent Transportation Systems
LOS Levels of Service
MoDOT Missouri Department of Transportation
NHS National Highway System program
SAFETEA-LU Federal Transportation Bill, the Safe, Accountable, Flexible, Efficient
Transportation Equity Act: A Legacy for Users
STP Surface Transportation Program
TEA-21 Transportation Equity Act for the 21 st Century
TIP Transportation Improvement Program
VMT Vehicle Miles of Travel
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A. Background
I. Introduction
In February 1987 the East-West Gateway Coordinating Council completed a report for St. Charles
County entitled “St. Charles County Transportation Study.” The report discussed population and
employment in the County and traffic operations on the major street and highway system. It noted
the degree of congestion experienced on the road system at that time and developed forecasts for
year 2000 traffic volumes for the roadway system expected to be in place. Analyses were performed
for a variety of road improvements and recommendations provided. Most of the recommended
improvements were followed and are currently in place.
In 1996, St. Charles County officials requested that the Council update the 1987 St. Charles
County Transportation Study. Thus, in June 1997, an update to this study entitled “The St. Charles
Count Transportation Plan 2015 ” was completed. That report was more comprehensive than the
1987 plan and addressed all areas of transportation in the County. It included an examination of
safety issues, pedestrian and bicycle activity, public transportation including transit and paratransit
service, railroad, aviation, pipeline, and barge movements. Forecasts of year 2015 travel on the
street and highway system were developed. Deficient roadway sections were identified and
transportation improvements for all modes of transportation were presented. In addition, an analysis
was made of the financial capacity of the funding mechanisms available to pay for the
recommended improvements. Suggestions were made for providing additional funds for these
improvements.
B. The 2030 St. Charles County Transportation Plan
Growth in St. Charles County has continued at a fast pace for the last 30 years. However, since the
release of the “1997 St. Charles County Transportation Plan,” new major commercial, industrial, and
residential development has occurred rapidly. Many roadway improvements have been made with
more expected in the near future. These existing and planned improvements play a major role in
determining the safety and efficiency of future travel in the County. A new Missouri River bridge,
Rt. 364 (the Page Ave. Extension), has been opened providing considerable relief to congestion on
both I-70 and I-64, and other major and minor road improvements have been made. However,
development has followed these improvements, as well as areas proposed for improvements. Many
are in undeveloped areas or farmland. As a result, St. Charles County officials once again felt that
an update of the earlier transportation plan was needed. This report is in response to that request.
C. The Study Methodology
The methodology used in conducting this study was similar to that of previous transportation studies
for St. Charles County. However, because of advances in computer technology during the past ten
years, the Council has made major improvements to the tools used for collecting and processing
data. An improved travel demand forecasting model - TransEval - was purchased by the Council
to better predict and evaluate future transportation demands under various system, policy, and
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investment scenarios. Also, more accurate data about traffic flow and safety (volume counts and
accidents) were available from the Missouri Department of Transportation (MoDOT) and the St.
Charles County Department of Transportation. Council staff collected travel time (speed and delay)
data using new Global Positioning System (GPS) recorders. The Council’s demographers used
newer computers and software programs and were able to more accurately estimate the region’s
future population, employment, and land use.
The latest demographics from the Census and forecasts developed by the Council were assembled.
They consisted of population, number of households, number of employed persons, and amount of
employment in the St. Louis region and in St. Charles County. The type, amount, and location of
existing land use were assembled from many sources including the St. Charles County Department
of Community Development. Estimates of future land use for 2015 and 2030 were made based on
these data and forecasts of future population and employment for these years were then developed.
Of considerable value was the St. Charles County Master Plan, Target 2015: Prosperity Through
Planning report published on December 15, 2003. These data were then used in the Council’s new
travel demand model which was used to assist in forecasting traffic volumes for 2015 and 2030.
Data regarding the existing transportation system was acquired. Emphasis was placed on the major
road network and assessing the efficiency and safety of travel on the system. Other modes of
transportation, railroad, aviation, pipeline, and barge were also reviewed. For the major roadway
system, road classifications (Interstates, Principal Arterials, etc.) and road characteristics (number
of lanes, traffic controls, and geometry) were identified. In addition, special attention was paid to
safety by acquiring the accident ratings of all major roads from MoDOT. Data regarding travel were
assembled including, traffic volumes, number of accidents, and travel times. Measures of
performance were developed for congestion and safety. They included volume to capacity ratios
(v/c), accident ratios (accidents per vehicle miles of travel), and average speeds and delays. Levels
of service (LOS) were developed from the v/c ratios and safety ratings from the accident ratios.
Road speeds and average travel times were compared to the roads efficiency of travel (LOS) and
their safety ratings, and were used for estimating future conditions from the forecasts.
The roadway system expected to be in place by 2030 was developed from the Council’s long range
transportation plan, Legacy 2030, MoDOT’s State Implementation Plan (STIP), and St. Charles
County’s Proposed Ten Year Transportation Improvement Program, dated December 30, 2003.
Forecasted traffic volumes were developed, along with anticipated roadway characteristics, to
determine volume to capacity ratios and safety issues. Travel times on the major roads, based on
forecasted traffic and planned roadway improvements, were estimated to aid in the determination
of future congestion. Deficient locations were identified and suggestions made for improvements.
Future travels on other transportation modes including transit, rail, pipeline, air, and barge were
estimated from earlier reports and information gathered from various sources including some of
these agencies. The St. Charles County Master Plan was used as a reference document. Based on
these data, estimates were made of future needs and recommendations provided for improvements.
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II. Demographics
Present demographics of the St. Louis region, which include St. Charles County, provide the means
for developing forecasts of future demographics and thus forecasts of future travel. They consist
of population, number of households, household size (number of persons per household), and
amount of employment, integrated with a large amount of travel related data. These data are
routinely collected by the Council from a variety of sources including the U.S. Census Bureau.
A. Population and Households
Population in the St. Louis region, showing moderate growth from 1990 to 2000, indicates some
acceleration from 2000 to 2005, according to the Council’s estimates. The St. Louis region is
defined as five counties in Missouri, Franklin, Jefferson, St. Charles, St. Louis, and the City of St.
Louis and three counties in Illinois, Madison, Monroe, and St. Clair. Table 1 shows the population,
the number of households, and the number of persons per household or household size, from the
Census for the St. Louis region and for St. Charles County for the years 1980, 1990, and 2000.
Estimates by the Council for 2005 are cited.
Table 1
Population and Household Data
St. Louis Region
Years Rates of Change
1980 1990 2000 2005* 1980 -
1990
3
St. Louis Region
1990 -
2000
2000 -
2005
Population 2,323,800 2,389,600 2,482,900 2,522,700 2.8% 3.9% 1.6%
Households 824,600 905,800 969,200 1,002,600 9.8% 7.0% 3.4`%
HH Size 2.82 2.64 2.56 2.48 -6.4% -3.0% -3.1%
St. Charles County
Population 144,100 212,900 283,900 314,400 47.7% 33.3% 10.7%
Households 46,354 74,402 101,794 117,400 60.5% 36.8% 15.3%
HH Size 3.11 2.86 2.79 2.73 -8.0% -2.4% -2.2%
Pop./Region 6.2% 8.9% 11.4% 12.5% N/A N/A N/A
HH/Region 5.6% 8.2% 10.5% 11.4% N/A N/A N/A
* Estimates by the Council
St. Charles County’s population has grown rapidly over the last 25 years. From 1980 to 2000 it
doubled, going from 144,100 to 283,900. The Council’s estimate for 2005 is 314,400, an increase
of 30,500 from 2000 or 10.7 percent. The number of households from 1980 to 2000 more than

doubled, going from 46,354 to 101,794. This growth, compared to population, results in a decline
of average household size. The estimate for 2005 is 117,400 households, an increase of 15,606 or
15.3 percent. The estimate assumes a continued household size decline. The average person’s age
in St. Charles County in 2000 was 34.3 compared to 30.7 in 1990. For the St. Louis region it was
36.0 in 2000 and 33.3 in 1990 showing the region as a whole, as well as St. Charles County, is
growing older. St. Charles County has the youngest population of all counties in the region except
the City of St. Louis. Its population has now grown to be the third largest in the St. Louis region.
B. Employment
Employment in the St. Louis area has a great impact on all modes of travel in the region. The
primary mode of travel for employment is the automobile, with bus, truck, and other vehicles
playing a lesser role in adding to the amount of traffic on the region’s highways. The amount of
employment also effects railroad, aviation, pipeline, and barge movements but not to the extent that
it effects travel on the highways. As a result, present and future highway travel can be directly
linked to employment and has been used in this and previous reports for St. Charles County to
forecast traffic volumes. Employment data for the years 1980, 1990, 2000, and estimates for 2005
were obtained from the Census and the Council. These data are shown in Table 2 and 3 and
discussed below.
Table 2
Employment Data
St. Louis Region
Years Rates of Change
1980 1990 2000 2005* 1980 -
1990
St. Louis Region
4
1990 -
2000
2000 -
2005
Employment 1,142,100 1,221,400 1,303,800 1,350,700 6.9% 6.7% 3.6%
Households 824,600 905,800 969,200 1,002,600 9.8% 7.0% 3.4%
Jobs/household 1.39 1.35 1.35 1.35 -2.9% 0.0% 0.0%
St. Charles County
Employment 39,300 76,700 105,700 124,700 95.2% 37.8% 18.0%
Households 46,354 74,402 101,794 117,400 61.0% 36.6% 15.3%
Jobs/household 0.85 1.03 1.04 1.06 21.2% 1.0% 1.9%
Employment/
Percent region
* Estimates by the Council
3.4% 6.3% 8.1% 9.2% 85.3% 28.6% 13.6%
Table 2 shows that employment in the St. Louis region experienced a steady growth of about 6.8
percent from 1980 to 2000. The number of jobs per household has also remained about the same
at 1.35. Employment in St. Charles County, however, like its population, has grown dramatically

climbing from 39,300 in 1980 to 76,700 in 1990 and to 105,700 in 2000. These are increases of 95
percent and 38 percent respectively over the two ten-year periods. During the five years from 2000
to 2005, estimates of the Council indicate an increase to 124,700 or about 18 percent. Using the
2005 estimate and assuming growth similar to the population increase, it is expected growth in
employment in the County will continue well into the future. Since 1980 the amount of employment
in St. Charles County as a percent of the region’s total has increased going from 3.4 percent in 1980
to an estimated 9.2 percent in 2005. It is also expected this percent will continue to increase.
Table 3 below shows the total number of employed persons living in St. Charles County and their
work trip destinations as determined by the Census Bureau for the years 1980, 1990 and 2000. It
shows the number of trips made within the County and to the other seven counties in the region.
The number of employed persons living in St. Charles County increased from 64,920 in 1980 to
149,111 in 2000, or about 130 percent. It can be seen that although more work trips are being
generated from St. Charles County and a considerable amount stay within the County, much of the
travel is being made to adjacent St. Louis County and City. In 1980, 45 percent of the County’s
employed persons worked in St. Charles County while 52 percent worked in St. Louis County and
City. A small percent worked in Illinois and outside the region. In 1990, still only 45 percent
worked in the County while 52 percent commuted to St. Louis County and City. By 2000 it
increased only slightly to 47 percent but 49 percent still commuted to St. Louis County and City.
The number traveling to Illinois or out of the County stayed about the same and was insignificant.
Estimates by the Council indicate that in 2005 this relationship of commuter travel from St. Charles
County to St. Louis County and City had remained the same. In effect, the amount of travel from
St. Charles County across the Missouri River for work purposes has continued to increase and is
expected to continue as the population grows. One interesting item regarding the amount of
commuters is the flow into St. Charles County from nearby Warren and Lincoln Counties as their
populations rise dramatically.
Table 3
Work Trip Destinations
St. Charles County Employed Persons
Year St. Charles St. Louis
County
St. Louis
City
Jefferson Franklin Illinois Out of
Region
5
Total
1980 28,939 25,159 8,415 55 223 540 1,589 64,920
1990 49,700 46,321 11,119 285 292 995 2,339 111,051
2000 70,058 62,353 10,930 380 555 1,640 3,195 149,111
Percent in Each County
1980 44.6% 38.8% 13.0% 0.1% 0.3% 0.8% 2.4% 100.0%
1990 44.7% 41.7% 10.0% 0.3% 0.3% 0.9% 2.1% 100.0%
2000 47.0% 41.8% 7.3% 0.3% 0.4% 1.1% 2.1% 100.0%
Note: Data obtained from the 2000 Census

C. Present Land Use
Basic inputs into the Council's ongoing travel demand modeling process require some specific
knowledge of occurring major developments as they alter land use from its present patterns. Such
developments are continually monitored by the Council through general and business media, which
may be supplemented with information from county and city governments and other local entities
such as sewer and fire districts. Although somewhat broad-brush, not micro level, the monitored
data sufficiently enables differentiations between generalized housing types/densities and between
generalized land use types, such as commercial or industrial, as required by the travel demand
modeling network. Land use is discussed in detail in the St. Charles County Master Plan. It lists
the following land use categories; residential, commercial, combined community districts, high-tech,
industrial, recreation/wildlife/open space, transitional, and agricultural. These categories are shown
on the Land Use Map for 2015 in that report. The map is quite harmonious with the Council’s
estimates of future development and with data on population and employment. Since the Council
develops demographics for the St. Louis region on a more macro scale, the St. Charles County plan
has been referenced as representing anticipated land use for 2015. Land use for 2030 becomes less
clear but is estimated by the Council for purposes of developing 2030 population and employment.
C- 1. St. Charles County Sections
For purposes of discussing land use, the Council divided St. Charles County into five geographic
Sections. Each has similar features and many similar land uses. These Sections have been
numbered and named according to the approximate areas they represent and are shown on Figure
1. A general summary of the existing land use and new or proposed development in each Section
follows.
Section 1 - West Alton is in the northeast corner of the County and is sparsely populated due to the
fact that it is mostly in a flood plain. Two cities exist with small populations, West Alton which
centers around the junction of U.S. 67 and Rt. 94, and Portage Des Sioux which lies just north of
Rt. 94 at Rts. J and H. Each city has experienced some additional residential development during
the past 10 years but both have populations less than 500. Minor residential development has
occurred along Rt. 94 between St. Charles and West Alton and except for the Ameren electric
generating plant near Portage Des Sioux, there is little commercial or industrial development.
Section 2 - St. Charles encompasses an area from Section 1 on the north (approximately Rt. B),
along Huster Rd., Truman Rd., and Muegge Rd., on the west and southwest, and east to the Missouri
River along new Rt. 364 and the bridge across the Missouri River. It contains all of the City of St.
Charles and a part of St. Peters. This is the oldest and most densely developed residential part of
St. Charles County with the City of St. Charles containing the old urban core. Some new residential
development has occurred along Rt. 94 north of Rt. 370 and at Elm St., Zumbehl Rd., and Truman
Rd., around and south of Rt. 370. In addition, there has been quite a bit of new residential in-fill
from Rt. 94 east to the Missouri River north of Rt. 364. New commercial and industrial
development has occurred in the north part on Rt. 370 around the Elm St. interchange and east on
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Figure 1
County Sections
Click on the map below to view a larger version
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Mueller Rd., Elm Point Rd., and Little Hills Expressway to Rt. 94. Old industrial development has
declined along Rt. 94 in the north part of the City of St. Charles. South of I-70 along Rt. 94, some
additional commercial development has occurred south to Rt. 364.
Section 3 - St. Peters runs from Section 2 on the east to Rt. 79 and its southern extension, Salt
Lick/Birdie Hills Rd. on the west. It runs west along Rt. N and then south along Rt. K and southeast
along I-64 to the Missouri River. It is mostly flood plain north of I-70 and east of Rt. 79. From I-70
south past Mexico Rd. there is a large amount of old residential development with newer
development occurring in the west end of the Section along Salt Lick/Birdie Hills Rd. Further south
there is newer residential development. New development has also occurred in pockets along Mid
Rivers Mall Dr., Spencer Rd., Willott Rd., and Jungermann Rd. Approaching Rt. 94 there are
considerable undeveloped areas which are fast turning into new subdivisions. Southeast of Rt. 94
to the Missouri River there are considerable farms and undeveloped land that are being turned into
residential development. The most intense use is south of Rt. 364 all the way to I-64 between
county roads such as Jungs Station, Caulks Hill, Pitman Hill, Wolfrum, and Independence. This area
has seen a very dramatic increase in residential development over the last ten years.
Commercial development has continued, adjacent to all major roads in Section 3, with rapid
development along Salt Lick Rd. around I-70 and south to Mexico Rd. The southern part of Mid
Rivers Mall Dr. from Willott Rd. to Rt. 94 has seen a substantial increase in commercial
development with the most notable being from north of Central School Rd. to Rt. 94. Commercial
development has grown along the southern part on Rt. 94 all the way from Harvester Rd. to I-64.
A considerable amount of undeveloped land has been converted to commercial use along many parts
of this road and it is anticipated, because land is so abundant, that the remaining undeveloped areas
adjacent to the road will also be turned into commercial development of some type. Substantial
commercial development has occurred just north of I-64 between Rt. K and Rt. 94 and continues
north along Rt. K. Industrial development in Section 3 has been confined to the area in the northeast
quadrant of I-70 and Rt. 79 and to the north of I-70 at Mid Rivers Mall Dr.
Section 4 - Wentzville-O’Fallon runs from Section 3 on the east, along I-64/U.S. 40/61 on the south,
along with Rt. N, west to the Warren County line. The north boundary is Lincoln County. It
contains a considerable amount of old residential development especially along I-70 around old
O’Fallon and in the Lake Saint Louis area. East of Rt. M in old O’Fallon, and north of I-70 to Rt.
79, considerable new residential development has occurred fed by the new T.R. Hughes Blvd.
interchange on I-70. New development has occurred to the north along Rt. P from Rt. M west to St.
Paul, Josephville, and Flint Hill. On the south side of I-70, new residential development has been
prolific to the east and west of Rt. K all the way south to I-64 and westward toward Lake Saint Louis
filling in much of the undeveloped area. Development has grown dramatically south along Bryan
Rd. from its interchange at I-70 south to Winghaven Blvd. at Rt. N. A very large amount of
undeveloped land still exists in this area, especially south of the corridor for proposed Rt. 364 and
it is expected that it all will be converted into residential development as time goes on. The area
9

from Bryan Rd. west to Lake Saint Louis Blvd. has continued to be developed and farmland is fast
turning into residential subdivisions. Around the old part of Wentzville, residential development
has also increased substantially. To the south new large scale subdivisions are being established
south of I-70, west of U.S. 40/61, north of Rt. N, and east of Rt. Z. Also, development is taking
place on the south side of Rt. N west between U.S. 40/61 and Rt. Z. A very substantial amount of
what is presently farmland is available in this area to accommodate new residential development.
The potential for huge increases in population in this part of Section 4 is enormous. To the north,
of old Wentzville, lies an area that also is open to considerable residential development. At this time
a fair amount of new homes has been built and more subdivisions are planned. This development
has spread all the way north along U.S. 61 to Flint Hill at Rt. P. Some development is occurring to
the northwest toward Rt. W.
Section 5 - Augusta-New Melle has experienced some new residential development along the south
of Rt. N most notably from U.S. 40/61 west to Rt. Z. Some development has occurred in the New
Melle area and it is expected this area will continue to grow. The rest of the area remains primarily
rural farmland with some new homes on large tracts and small subdivisions sprinkled along parts
of Rt. 94, N, Z, DD, T, and F. A number of large tracts in the vicinity of New Melle and scattered
throughout the southern part of this Section have become locations for equestrian activity.
Commercial development in this Section is quite small with some occurring along Rt. 94 and the
Katy Trail and in and around the wineries that have grown in this area over the years. Industrial
development in this Section has been practically nonexistent.
C-2. St. Charles County Master Plan
The St. Charles County Master Plan report contained a chapter describing the work of the Housing
and Land Use Task Force. In it they issued a “Mission Statement” on land use, which “promoted
responsible growth and development,” and on housing whose premise was “to ensure housing
opportunities for all county residents.” They discussed the need for a balanced development of
housing, economic development, infrastructure, parks, and open space.
Two land use maps were developed, one showing the entire county and the other showing the urban
area, similar to that in this report. Their two land use maps were used by the Council, along with
other data, to describe the land use described in the five Sections noted above. From field
observations, it is obvious that development, to-date, is occurring quite close to what the County’s
Master Plan report has prescribed. Most cities have contributed to this success and their land use
plans followed, in most part, that of the County’s.
One area that is growing fast and has a specific designation as the “High-Tech” corridor is along
I-64/U.S. 40/61, soon to be I-64, from the Missouri River to Wentzville. Between the Missouri
River and Rt. 94, the Missouri Research Park on the south west side of the road was developed some
time ago with many high-tech companies. Since its beginning additional firms have located in the
park and more are developing there. On the northeast side, a number of major companies have
located adjacent to the frontage road including MCI Verizon and Enterprise Leasing. Considerable
10

land is available for additional development and for sale signs are posted on vacant property. On
the north side between Rt. 94 and Rt. K, CitiCorp has developed a substantial facility that now
houses their headquarters and adjacent to it Barnes-Jewish Hospital is building a new facility.
Considerable land is still available in this area and a new Mercedes Benz dealership is currently
being constructed. Other commercial and retail development has continued to develop in this area.
To the west of Rt. K at the Winghaven Blvd. interchange, MasterCard has built a very large office
building and all around it smaller office and retail development has occurred. At Rt. N, and what
will be the new Rt. 364 interchange, a mix of high-tech companies and commercial and retail
development has taken place and the area continues to grow. The interchange at Lake Saint Louis
Blvd. has experienced commercial and retail development and will likely continue to grow in the
future.
Another area designated by the County’s Plan is the industrial area along and mostly to the north
of I-70 on its eastern end of the County. This industrial development has been accompanied by a
substantial amount of commercial establishments, many new car dealerships, and other supporting
commercial establishments. It is expected to continue to grow in line with the County’s Master
Plan.
Development along Rt. 94, especially from Harvester Rd. south and west to I-64, is expected to
continue. Residential development is continuing and most likely will conform closely to what is
envisioned on the County’s Master Plan. This area from Rt. 94 to the Missouri River bluffs has
considerable vacant and farmland that will most likely be converted to residential development in
the future.
11

A. Background
III. The Existing Transportation System
The existing transportation system in St. Charles County consists of streets and highways, railroad,
aviation, pipeline, and barge. Utilities could also be considered part of this system as they deliver
commodities such as water, gas, electric, sewers, etc. All these modes provide the means for moving
people, goods, services, and bulk commodities.
Streets and highways provide for the travel needs of all the people in the County and those passing
through the County. They allow for the movement of all vehicles and most pedestrians and bicycles.
They handle all public transportation which is provided by some cities and also private, or semiprivate
paratransit services. They handle the movement of people for all types of activities, which
include, work, business, medical, school, social, and recreational. They handle the movement of
large numbers of trucks, intra-county, regionally, statewide, and interstate.
Some travel is provided by aviation at Smartt Airport and St. Charles Municipal Airport and they
serve some business aircraft that travel outside the St. Louis area. The County has been considering
plans to enhance Smartt airport and make it more inviting to more businesses in the County. (The
St. Charles County Master Plan 2015). No railroad passenger service exists as Amtrak does not run
through St. Charles County. However, a substantial amount of rail service is provided to
commercial and industrial facilities in the County. As an example, the Wentzville General Motors
assembly plant has a rail yard that provides transferring vehicles from the assembly plant onto rail
cars for shipment across the United States. They also load vehicles onto trucks for delivery to auto
dealers locally and throughout the Midwest. Pipelines move a large amount of bulk material, all
related to petroleum and natural gas products, but simply pass through the County. One exception
is a facility in the city of St. Peters that transfers petroleum from a Conoco pipeline to trucks.
Barges are similar in that they also carry a large amount of bulk material and travel both the
Mississippi and Missouri Rivers. However, there are no transfer stations in the County that allow
for moving their cargo from one mode to another.
B. The Existing Major Road Network
The major road network in St. Charles County consists of those roads shown on the Council’s
functional classification map and are shown on Figure 2. The classifications follow the criteria
established by MoDOT and the Federal Highway Administration (FHWA). They include all major
roads through the Major Collector level but not Minor Collectors or local streets. Many roads in
these last two categories are maintained by the County but have not been addressed in this report.
B-1. Highway Functional Classifications
According to the criteria of MoDOT and FHWA, highways are classified according to the function
that they serve, that is, how well they serve traffic and how much access they provide to adjacent
land. The functional classifications are Interstates, Freeways/Expressways, Principal Arterials,
Minor Arterials, Major Collectors, Minor Collectors, and local roads.
13

Interstate highways serve traffic with no interruption, normally at higher speeds than other
classifications since they are accessed only at interchanges and do not serve adjacent property. They
travel through numerous states and provide continuity across the United States. Their design
standards are the highest of all road classifications providing multi-lane divided facilities, normally
four or more lanes, with thicker pavement, and gentle horizontal and vertical curves. They have
paved outer and inner shoulders, high standards of sign and pavement marking, greater bridge
clearances, and more safety features. They serve through traffic that may have destinations far
beyond the city, county, or state and they serve a large amount of local traffic in urban areas for
short and long trips. They serve a substantial amount of commercial vehicles that are traveling
short and long distances, and can experience a considerable degree of congestion in urban and rural
areas. Interstate highways handle the highest volume of traffic of all roads, with a few exceptions.
Freeways and Expressways are in the same functional classification, based on FHWA criteria,
however, they are considerably different.
Freeways have design standards quite similar to Interstates. They are four or more lanes, have
access only at interchanges, and do not serve adjacent property. Some features such as road
curvature, pavement thickness, shoulders, and bridge clearances, could be somewhat less, but signs,
markings, and safety features are often quite the same. Speed limits on Freeways are sometimes less
than on an Interstate but that depends on the locations of the facilities. They can serve a sizeable
amount of commercial vehicles, depending on their location and a large amount of local traffic in
urban areas. Like Interstates, they can experience a considerable amount of congestion.
Expressways have lesser design features than Interstates or Freeways but that is primarily because
they have at-grade intersections at many locations and provide some access to adjacent property.
The design standards of Expressways are considerably less than Interstates or Freeways as they are
multi-lane, divided roadways with paved shoulders. Road curvature can be much less and quite
often they have only a limited number of bridges. Safety features on Expressways are also less and
intersections, both signalized and un signalized, can be a source of congestion. Speed limits on
Expressways are always less than on Interstates or Freeways and the number of crashes can be more.
Principal Arterials are normally multi-lane (four, five, or six lanes) major roads that travel
considerable distances and connect other major roads. Their primary function is to serve through
traffic with little delay at speeds of normally 35 to 50 miles per hour. They serve adjacent land but
with limitations to the amount and location of access points. They can have medians or barriers to
separate opposing traffic flow. In urban areas adjacent land use is mostly commercial. Major
intersections are signalized and often systems of signal interconnection are provided to enhance
travel times and improve safety. Principal Arterial roads in urban areas normally carry substantial
volumes of traffic. In rural areas they can be two lanes and carry lesser volumes of traffic.
Minor Arterials may be three, four, or five lanes, undivided roads that serve traffic for shorter
distances and provide considerable access to adjacent land. The lands’ use adjacent to a Minor
Arterial may be mostly residential but could also contain commercial, industrial, recreational, and
14

Figure 2
Roadway Functional Classifications
Click on the map below to view a larger version
15

other uses as well. They generally connect traffic from Collector roads and local streets and
distribute them to Principal Arterials, Expressways, Freeways, and some Interstate roads. They
normally carry lower volumes of traffic than Principal Arterial roads.
Major Collector roads can be two or three lanes that collect traffic from local streets and distributes
them to Minor or Principal Arterials. They serve mostly residential land use but could also serve
commercial, industrial, and other land uses. They normally carry lower traffic volumes than Minor
Arterial roads. Major Collectors most often are found in more urban densely developed areas.
Minor Collectors are two lanes that carry traffic from side roads and adjacent land use to higher
classified roads. They normally are found in rural areas that have limited land use activity.
B-2. MoDOT Roads
The Missouri Department of Transportation maintains the most major roads in the County and those
with the highest functional classifications. These roads include Interstates like I-70 and I-64 and
Freeways, Expressways, and Principal Arterials such as U.S. 40/61, U.S. 61, U.S. 67, Rt. 79,
Rt. 94, Rt. 364, and Rt. 370. All lettered roads are either Principal Arterials, Minor Arterials, or
Major Collectors, and are maintained by the state with only few exceptions. Rt. 94 in the City of
St. Charles is carried over city streets from Kingshighway to south of Rt. 370 and Rt. M north of I-
70 is carried on Main St. through old O’Fallon to Rt. P. Some lettered roads like Rt. K are Principal
Arterials that pass through highly developed commercial and residential areas. Others include Rts.
A, B, C, D, F, H, J, N, P, T, V, W, Y, Z, and DD. These roads carry higher amounts of traffic than
other county roads and serve all parts and land uses in the County.
B-3. County and City Roads
All roads that are not state highways are maintained by the County or cities. According to the St.
Charles Master Plan, the County Highway Department maintains 640 miles of roads. They handle
a few for smaller communities, under contract, with funds from the County Road and Bridge Fund.
Most cities maintain their own roads using various funding sources. New projects are funded using
local funds, funds from the ½ cent transportation sales tax, and federal funds. The goals and of the
County for maintaining and improving roads are contained in the County Master Plan.
In addition to the County’s Master Plan, St. Charles County has a Proposed Ten Year Transportation
Improvement Program. The present document was adopted by the County in December 2003 and
is for FY 2003 to FY 2013. It contains a list of planned road improvements by the major
municipalities and by the County. Although all the projects may not presently have funding, it is
a list by which the County can plan road improvements for future years. From this document, the
County develops a three-year Transportation Improvement Program (TIP) that consists of funded
improvements planned for the next three fiscal years, starting January 1, of each year. Funding for
these projects comes mostly from the transportation sales tax revenue. Some may be included in the
Council’s TIP and receive a percentage of federal dollars from various funding categories. The
County’s present TIP is for FY 2007 through 2009 .
17

B-4. Traffic Volumes
Average Daily Traffic (ADT) volume data were compiled from MoDOT, St. Charles County, and
some cities for many of the major roads in the County. They consisted of ADTs for 1990, 2000, and
2004. Since many MoDOT roads carry higher volumes, they are discussed first. A description of
each road and its traffic volumes are described below in functional classification order. A tabulation
of the traffic volumes is on Table 4. Figure 3 shows ADTs for the entire county, Figure 4 shows
ADTs for the eastern part of the county, and Figure 5 shows ADTs for the western part of the
county.
ADT’s are developed by MoDOT and most other state Department’s of Transportation (DOT’s) by
collecting 24 hour traffic counts at various times during the year. The numbers are then factored to
account for seasonal, monthly, and daily fluctuations. They are for a seven day period. Many
DOT’s also develop a weekday, Monday through Friday, traffic count termed, an AWDT. The
weekday count is always higher than the ADT since in most cases, weekend traffic counts are lower
than the weekday counts. This fact has been kept in mind throughout this report.
B-4.1. MoDOT Roads
Interstate 70 is the most traveled road in St. Charles County. It has ten lanes across the Missouri
River and carried about 165,000 vehicles a day in 2004. From the Missouri River west it loses a
lane in each direction at Fifth St. and another in each direction at Rt. 94 dropping it to six lanes. An
auxiliary lane exists between Rt. 94 and Zumbehl Rd. From there west to U.S. 40/61 it has six lanes
with some auxiliary lanes between Rt. 370 and Mid Rivers Mall Dr. and Rt. 79. Daily traffic
volumes drop from the 165,000 at the Missouri River as one moves westward to about 66,000 east
of U.S. 40/61. At the Warren County line (26.75 miles from the Missouri River) it is four lanes and
handled about 56,400 vehicles per day. For its overall length, with some segments higher and lower,
it averaged an increase of about 35 percent from 1990 to 2000 and 9 percent from 2000 to 2004.
I-64 and U.S. 40/61 carried the second highest traffic volumes across the Missouri River, about
77,500 vehicles a day in 2004. It is a seven-lane road, three lanes westbound and four lanes
eastbound, from the Missouri River to Rt. 94 and then a six-lane road from there to the end of I-64
just west of Rt. K. It then becomes U.S. 40/61 and traffic drops to about 46,100 due to the high
volumes to and from Rt. 94 and Rt. K. Segments of U.S. 40/61 at the interchanges of Winghaven
Blvd. and Lake Saint Louis Blvd. have been upgraded to Interstate standards. However, parts of the
old road remain, and full continuity of I-64 from the Missouri River to I-70 is not complete at this
time. These segments are in the Council’s TIP and it is expected that construction will be completed
within the next three years bringing it up to Interstate standards. Traffic volumes west of Rt. N are
around 35,300 and 35,700 just east of I-70. The average increase on the 13.2 miles from the
Missouri River to I-70 was about 48 percent from 1990 to 2000 and 26 percent from 2000 to 2005.
U.S. 61 is a four-lane expressway from I-70 to Lincoln County, a distance of about 7.3 miles. It has
an interchange north of I-70 with Rt. A and numerous at-grade intersections. It handles about
33,000 vehicles a day north of I-70 which stays the same to Lincoln County. The ADT on U.S. 61
increased dramatically as population in Lincoln County grew. Since 2000 it has grown about 9
percent.
18

Table 4
Average Daily Traffic Volumes
Fourteen Year Growth 1990 - 2004
MoDOT Maintained Routes
10 Year
4 Year
Route/Location 1990 2000* Change Percent 2004** Change Percent
I-70 at Missouri River 154200 190800 36600 23.7% 165100 -25700 -13.5%
I-70 e/o* Rt. 94 132700 168400 35700 26.9% 147300 -21100 -12.5%
I-70 e/o Cave Sprgs. Rd. 104300 128200 23900 22.9% 125000 -3200 -2.5%
I-70 e/o Mid Rivers Mall Dr. 98100 132400 34300 35.0% 134000 1600 1.2%
I-70 e/o Rt. 79 92000 119100 27100 29.5% 134000 14900 12.5%
I-70 e/o Rt. K & M 73100 98000 24900 34.1% 112000 14000 14.3%
I-70 e/o Bryan Rd. 57000 80500 23500 41.2% 95600 15100 18.8%
I-70 e/o Lake Saint Louis B. 53600 75400 21800 40.7% 82000 6600 8.8%
I-70 e/o U.S. Rt. 40/61 41300 59500 18200 44.1% 66400 6900 11.6%
I-70 e/o Pearce Blvd. 40900 59200 18300 44.7% 72200 13000 22.0%
I-70 e/o Rt. T 33800 48900 15100 44.7% 56400 7500 15.3%
# Average change = 25400 35.2% 2691 6.9%
I-64 at Missouri River 44300 69100 24800 56.0% 77500 8400 12.2%
U.S. 40/61 w/o Rt. K 22550 30200 7650 33.9% 38200 8000 26.5%
U.S. 40/61 w/o Rt. DD 21400 29300 7900 36.9% 34500 5200 17.7%
U.S. 40/61 w/o Rt. N 19200 28400 9200 47.9% 32200 3800 13.4%
U.S. 40/61 w/o Lake STL 20100 31300 11200 55.7% 31100 -200 -0.6%
# Average change = 12150 11.2% 5040 2.4%
U.S. 61 s/o Lincoln Co. 13900 30000 16100 115.8% 32800 2800 4.7%
U.S. 61 n/o I-70 13400 30000 16600 123.9% 33100 3100 10.3%
# Average change = 16350 119.9% 2950 7.5%
U.S. 67 s/o Mississippi R. 20900 28300 7400 35.4% 25800 -2500 -8.8%
# Average change = 7400 35.4% -2500 -8.8%
Rt. 79 s/o Lincoln Co. 10650 11900 1250 11.7% 13300 1400 11.8%
Rt. 79 n/o I-70 18000 20000 2000 11.1% 22700 2700 6.8%
# Average change = 1625 11.4% 4100 9.3%
Rt. 94 e/o Rt. J 1450 2900 1450 100.0% 2700 -200 -6.9%
Rt. 94 n/o Rt. 370 12000 14000 2000 16.7% 15000 1000 7.1%
Rt. 94 s/o I-70 48450 56600 8150 16.8% 56900 300 0.5%
Rt. 94 s/o Harvester 38950 50000 11050 28.4% 53000 3000 6.0%
Rt. 94 s/o Mid-Rivers M. Dr. 27350 37400 10050 36.7% 35000 -2400 -6.4%
Rt. 94 n/o I-64 18000 30000 12000 66.7% 40000 10000 33.3%
Rt. 94 s/o I-64 9300 11500 2200 23.7% 10700 -800 -7.0%
Rt. 94 n/o Rt. DD 2000 3000 1000 50.0% 3000 0 0.0%
Rt. 94 e/o Rt. T 1650 2900 1250 75.8% 2900 0 0.0%
# Average change = 5461 46.1% 1211 3.0%
19

Table 4
Average Daily Traffic Volumes
Fourteen Year Growth 1990 - 2004
MoDOT Maintained Routes
10 Year
4 Year
Route/Location 1990 2000* Change Percent 2004** Change Percent
Rt. 364 at Missouri River - - - - 50000 N/A N/A
# Average change = - - N/A N/A
Rt. 370 at Missouri River - 48000 N/A - 56800 8800 18.3%
Rt. 370 w/o Elm St. - 57100 N/A - 59300 2200 3.9%
Rt. 370 n/o I-70 - 50000 N/A - 51900 1900 3.8%
# Average change = N/A - 4300 8.7%
Rt. K s/o I-70 15600 35000 19400 124.4% 45000 10000 28.6%
Rt. K n/o Rt. N 10200 20000 9800 96.1% 30000 10000 50.0%
Rt. K s/o Rt. N 7500 15000 7500 100.0% 25000 10000 66.7%
Rt. K n/o U.S. 40/61 6450 11400 4950 76.7% 20000 8600 75.4%
# Average change = 10412 99.3% 9650 55.2%
Rt. N e/o Rt. K 3700 11700 8000 216.2% 13600 1900 16.2%
Rt. N w/o U.S. 40/61 2750 4500 1750 63.6% 7500 3000 66.7%
Rt. N w/o Rt. Z 1400 3200 1800 128.6% 6200 3000 93.8%
# 3850 136.1% 2633 58.9%
* From MoDOT's District 6,
Total all 55.0% 15.9%
** From MoDOT's September 12, 2005
AADT data sheets
# Does not reflect road lengths and is an
20

U.S. 67 is a four-lane expressway that connects Alton, Illinois, through St. Charles County across
the Missouri River, into northern St. Louis County, a distance of about 4.1 miles. It carries about
28,300 vehicles each day and has experienced a slight decline of about 9 percent since 2000.
Rt. 79 is a four-lane divide road for 1.5 miles from I-70 north through an industrial area past the Salt
River Rd./Pearl Dr. diamond interchange. From there it becomes a two-lane principal arterial road
for 10.4 miles to Lincoln County. It handles about 22,700 north of I-70 and 13,300 at Lincoln
County. It experienced an increase from 1990 to 2000 of about 11 percent and 9 percent since 2000.
Rt. 94 is the longest road in St. Charles County running from U.S. 67 at West Alton to Warren
County, approximately 58 miles. Along this length it changes from a two-lane rural road to city
streets, to a four-lane expressway, and back to a two-lane rural road. In the north part of the County
it handled about 2,700 vehicles a day. It experienced a dramatic increase between 1990 and 2000
of 100 percent and now has leveled off. Through the City of St. Charles it handled about 8,100 on
Second St. near the County Government Center and about 23,500 on First Capitol Dr. west of
Fifth St. South of I-70 it becomes a six-lane expressway to the north junction of Rt. 364 at Muegge
Rd. From just north of Harvester Rd. it continues south to I-64. South of Harvester Rd. it handled
about 39,000 in 1990 and 40,000 in 2000. It now carries about the same at 42,700. From
Jungermann Rd. south to Mid Rivers Mall Dr. traffic has increased sizeably with continued growth
of new homes and commercial development both east and west of the road. From Mid Rivers Mall
Dr. south to I-64 new development has grown even at a faster rate and traffic volumes have jumped
from 18,000 in 1990 to 30,000 in 2000, an increase of 67 percent. This central part of Rt. 94 from
Harvester Rd. to I-64 has experienced the highest increase with an average of about 50 percent from
1990 to 2000 and more than 30 percent since then. The rural part of Rt. 94 from I-64 west toward
Warren County handled about 10,500 just south of I-64 and 2,900 near Augusta. This was a
substantial increase since 1990 and just a slight increase since then.
Rt. 364 was opened to traffic in December 2003 from Bennington Ln. in St. Louis County to Rt. 94,
a distance of about 7.5 miles. It has ten lanes across the Missouri River and presently carries about
50,000 vehicles a day. In St. Charles County it drops a lane in each direction at Rt. 94, becoming
eight lanes from Muegge Rd. to just north of Harvester Rd. where it presently ends.
Rt. 370 has six lanes from I-270 in St. Louis County to I-70 near Mid Rivers Mall Dr., a distance
of 14.0 miles. It handled about 57,000 vehicles per day with the highest volumes around the Elm
St. interchange. Traffic has increased on this road about 4 percent since 2000.
Rt. K is a five-lane principal arterial road that runs from I-70 to I-64, about 6.4 miles. It handled
about 15,600 in 1990 just south of I-70 but jumped to 20,000 in 2000. By 2004 volumes had grown
rapidly and it now carries about 51,000 vehicles a day as commercial and residential development
in this corridor grew rapidly. Around Rt. N traffic grew from 10,000 in 1990 to 17,500 in 2000 and
it now carries better than 30,000. Just north of I-64 traffic volumes more than doubled from 1990
to 2004 going from about 6,500 to almost 20,000. Growth all along this road and especially in the
southern part is quite substantial and traffic volumes continue to climb rapidly.
21

Figure 3
Year 2004 Average Daily Traffic Volumes
Click on the map below to view a larger version
23

Figure 4
Year 2004 Average Daily Traffic Volumes
East Inset
Click on the map below to view a larger version
25

Figure 5
Year 2004 Average Daily Traffic Volumes
West Inset
Click on the map below to view a larger version
27

Rt. N has two major parts which are both two lane roads. The eastern part runs from Mid Rivers
Mall Dr. to U.S. 40/61, a distance of 8.4 miles. The western part runs from U.S. 40/61 all the way
to Rt. T at the Warren County line, a distance of 11.3 miles. The eastern part handles about 13,600
vehicles per day with higher amounts around Rt. K. In general, these volumes have increased about
16 percent since 2000. On the western part, traffic volumes have been about 7,500 vehicles per day
west of U.S. 40/61 to Rt. Z and are growing rapidly as development in this area has been quite
substantial. West of Rt. Z to Rt. T, traffic volumes have only grown slightly.
Other lettered roads in the County are rural in nature with low traffic volumes. Two exceptions
which are experiencing considerable residential development are Rt. Z from I-70 to Rt. N and Rt.
P from Rt. M west to U.S. 61. Traffic volumes on these two roads are about 7,000 and 7,500, south
of I-70 and west of Rt. M respectively, and have been growing since 2000.
Summation
Table 4 shows the average changes in ADTs for MoDOT roads in St. Charles County. For the tenyear
period 1990 to 2000 there was an overall increase of about 66 percent. For the four-year
period, 2000 to 2004, it was about 27 percent. These figures are only approximations since they do
not take into account the length of each road segment. However, the numbers do provide a “figure
of magnitude” of the differences in each road during these time periods and how great the increase
is county wide.
B-4.2. Missouri River Bridges Traffic
Five bridges cross the Missouri River connecting St. Charles and St. Louis County. All are
maintained by MoDOT. They are U.S. 67 in the northeast part of the County which travels from
Illinois into St. Louis County. It serves traffic in the northeast part of the County and those traveling
to and from Illinois. A high percentage of the Illinois traffic travels to and from St. Louis County.
The other four bridges serve traffic in the central and western part of St. Charles County and include
Rt. 370, I-70, Rt. 364 and I-64. Table 5 shows ADT volumes on these bridges since 1990.
With the population and employment in St. Charles County growing rapidly, travel across the
Missouri River has increased substantially since 1990. Traffic volumes increased from 237,500 in
1990 to 379,400 in 2004, an increase of 141,900 or 60 percent. Fortunately, new bridges have been
built to alleviate highly congested conditions on I-70 which carried the largest part of this traffic.
Rt. 370, a new six lane bridge just north of I-70, was opened in 1992 to replace the old Rt. 115
bridge and was extended to I-70 in O’Fallon and opened to traffic in 1996. In 2003, the ten lane Rt.
364 bridge south of I-70 was opened, which further relieved traffic on I-70.
29

Table 5
Historical Average Daily Traffic Volumes
Missouri River Bridges
St. Charles County
Route 1990 2000 Change % 2004 Change %
U.S. 67 20,900 28,300 7,400 35.4 25,800 (2,500) -8.8
Rt. 370* - 48,000 48,000 - 56,800 8,800 18.3
Rt. 115* 18,200 Closed* (18,200) - - - -
I-70 154,100 190,800 36,700 23.8 165,100 (25,700) -13.5
Rt. 364** - - - - 50,000 50,000 -
U.S. 40/61 44,300 69,100 24,800 56.0 77,500 8,400 12.2
Totals 237,500 336,200 98,700 41.6 375,200 39,000 11.6
* Opened in 1992 replacing the Rt. 115 bridge.
** Opened in December 2003
To show the relief that this new bridge provided to congestion on I-70, MoDOT conducted traffic
counts before and after its opening. Table 6, provided by MoDOT, shows traffic volumes on all
bridges before and after the opening of Rt. 364 in December 2003. One count was taken in October
of 2003 and the other in October of 2004, allowing sufficient time for traffic to adjust to new travel
patterns. These counts were taken for one day and were factored for day of the week and month of
the year to get yearly adjusted ADTs.
The total volume on all four bridges in 2003 was 331,900 and by 2004 it had grown to 349,400.
Rt. 364 carried about 50,000 vehicles a day and its opening reduced traffic and thus the congestion
on all the other bridges. I-70 had the highest drop going from 186,800 to 165,100 vehicles a day or
11.6 percent. I-64 went from 85,200 to 77,500 or a drop of 9.0 percent. It is interesting to note that
overall, the four bridges traffic volumes increased by about 17,500 vehicles a day or about 5.3
percent between the time of these counts.
30

Table 6
Missouri River Crossings
Changes in ADTs with opening of Rt. 364 Bridge*
Fall 2003 Fall 2004 Change % Change
Route Dir. ADT AM ** PM ** ADT AM ** PM ** ADT AM ** PM ** ADT AM ** PM **
MO 370 WB 31,381 3,678 8,762 28,262 3,582 6,725 -3,119 96 2,037 -9.9% 2.6% 23.2%
MO 370 EB 28,526 8,203 3,711 28,520 7,019 3,802 -6 1,184 -91 0.0% 14.4% -2.5%
Total 59,907 11,881 12,473 56,782 10,601 10,527 -3,125 1,280 1,946 -5.2% 10.8% 15.6%
I-70 WB 87,944 10,857 13,123 81,582 9,674 14,298 -6,362 -1,183 1,175 -7.2% -10.9% 9.0%
I-70 EB 98,829 17,762 13,727 83,497 13,116 11,963 -15,332 -4,646 -1,764 -15.5% -26.2% -12.9%
Total 186,773 28,619 26,850 165,079 22,790 26,261 -21,694 -5,829 -589 -11.6% -20.4% -2.2%
MO 364 WB 0 0 0 24,778 1,536 8,175 24,778 1,536 8,175 N/A N/A N/A
MO 364 EB 0 0 0 25,191 8,368 2,360 25,191 8,368 2,360 N/A N/A N/A
Total 0 0 0 49,969 9,904 10,535 49,969 9,904 10,535 N/A N/A N/A
I-64 WB 43,268 4,961 8,767 40,170 5,306 9,377 -3,098 345 610 -7.2% 7.0% 7.0%
I-64 EB 41,915 8,613 6,261 37,353 9,302 6,300 -4,562 689 39 -10.9% 8.0% 0.6%
Total 85,183 13,574 15,028 77,523 14,608 15,677 -7,660 1,034 649 -9.0% 7.6% 4.3%
Total WB = 162,593 19,496 30,652 174,792 20,098 38,575 12,199 794 11,997 7.5% 4.1% 39.1%
Total EB = 169,270 34,578 23,699 174,561 37,805 24,425 5,291 5,595 544 3.1% 16.2% 2.3%
Total Crossing 331,863 54,074 54,351 349,353 57,903 63,000 17,490 6,389 12,541 5.3% 11.8% 23.1%
* Data provided by MoDOT was factored to represent AADT
** AM = 6:00 - 8:00
** PM = 4:00 - 6:00
Rt. 364 Bridge opened in December 2003

B-4.3. Major County and City Roads
Many major roads maintained by either the County or cities have experienced dramatic growth in
traffic volumes during the past ten years due to the large increase in residential and commercial
development. A list of 37 major county and city roads with sizeable traffic volumes is contained
in Table 7. A discussion of the traffic volume increases over the ten-year period, 1994 to 2004
follows.
Roads north of I-70 in the east part of the County which show modest increases include West Clay
St., Elm St., and Truman Rd. Between I-70 and Rt. 94, substantial increases were noted on Zumbehl
Rd., Muegge Rd., Mexico Rd., Mid Rivers Mall Dr., and Jungermann, Rd. To the south and east
of Rt. 94, Friedens Rd., Jungs Sta. Rd., Caulks Hill Rd., Pitman Hill Rd., and Wolfrum Rd., have
all seen substantial increases in traffic due to the large amount of new residential development in
these areas. To the north of I-70 and west of Rt. M, traffic volumes have increased sizeably on Rt.
M, Rt. P, Hoff Rd., and others. On the south of I-70, west of Rt. K, substantial increases were
experienced on Bryan Rd. which connects I-70 to I-64, by its continuation on Winghaven Blvd.
Other roads with considerable increases include, Mexico Rd. and Feise Rd. Many other minor
arterials and collectors in the middle part of the County have experienced substantial increases
due to increased residential and commercial development. Some roads around the Wentzville area
are now experiencing more traffic, especially to the south along Rt. Z. An average of increases on
the county roads listed on Table 7 is 39.0 percent. This figure does not take into account the
distances of the roads and many other roads in the County and is only used for illustrative purposes.
32

Table 7
Average Daily Traffic Volumes
Ten Year Growth 1994 - 2004
St. Charles Major Roads
Road Location 1994 2004 Diff. % Chg.
Birdie Hills Rd. S/O Mexico Rd. 10500 12800 2300 21.9%
Bryan Rd. S/O Mexico Rd. 12700 25400 12700 100.0%
Caulks Hill Rd. S/O Harvester Rd. 16800 17200 400 2.4%
Central School Rd W/O St Peters-Howell Rd. 10500 10800 300 2.9%
Duello Rd. S/O U.S. 40/61 1500 3300 1800 120.0%
Elm St. S/O Rt. 370 13200 14800 1600 12.1%
Elm Point Rd. E/O Zumbehl Rd. 3000 4300 1300 43.3%
Feise Rd. W/O Rt. K 11100 12500 1400 12.6%
Friedens Rd. E/O Rt. 94 8000 11300 3300 41.2%
Harvester Rd. S/O Rt. 94 16000 23000 7000 43.8%
Jungermann Rd. S/O Mexico Rd. 25500 30600 5100 20.0%
Jungermann Rd. N/O McClay Rd. 18300 20200 1900 10.4%
Jungs Station Rd. S/O Rt. 364 17000 15000 -2000 -11.8%
Kingshighway N/O Rt. 94 6000 8000 2000 33.3%
Kisker Rd. S/O Old Farmhouse Rd. 14200 15500 1300 9.2%
Knaust Rd. S/O Laura Hills Rd. 5500 8200 2700 49.1%
Lake Saint Louis Blvd. Bluecove Dr. 6500 8000 1500 23.1%
Laura Hill Rd. E/O Rt. K 6000 9300 3300 55.0%
McClay Rd. E/O Jungermann Rd. 14600 10300 -4300 -29.5%
McClay Rd. E/O St. Perers-Howell Rd. 5000 5600 600 12.0%
Mexico Rd. W/O Cave Sprgs. Rd. 32500 34500 2000 6.2%
Mexico Rd. E/O Mid Rivers Mall Dr. 20800 21100 300 1.4%
Mexico Rd. E/O Rt. K 12800 29900 17100 133.6%
Mexico Rd. E/O Bryan Rd. 6600 11600 5000 75.8%
Meyer Rd. E/O Point Praire Rd. 1800 2100 300 16.7%
Mid Rivers Mall Dr. S/O Suemandy Dr. 23000 36000 13000 56.5%
Mid Rivers Mall Dr. N/O St. Peters/Howell Rd. 15200 30000 14800 97.4%
Mid Rivers Mall Dr. N/O Rt. 94 16300 20000 3700 22.7%
Muegge Rd. S/O Mexico Rd. 9600 16000 6400 66.7%
O'Fallon Rd. W/O Rt. 94 6500 10300 3800 58.5%
Pitman Hill Rd. S/O Rt. 94 4600 7100 2500 54.3%
Pralle Ln. S/O Rt. 94. 6000 5500 -500 -8.3%
Salt Lick Rd. S/O Vet. Mem. Pkwy. 14200 19700 5500 38.7%
St. Peters-Howell Rd. E/O Mid Rivers Mall Dr. 2700 3300 600 22.2%
Spencer Rd. S/O Mexico Rd. 16800 25200 8400 50.0%
Tom Ginnever Rd. E/O Rt. M 10000 10200 200 2.0%
Truman Rd. S/O Ehlmann Rd. 4200 7400 3200 76.2%
Upper Bottom Rd. S/O Rt. 364 3000 14300 11300 376.7%
W. Clay E/O Zumbehl Rd. 10200 13500 3300 32.4%
Wentzville Pkwy E/O Meyer Rd. 4600 12000 7400 160.9%
Willott Rd. E/O Universal Dr. 6000 10000 4000 66.7%
Winghaven B S/O Phoenix Dr. - 14800 14800 -
Zumbehl Rd. S/O Vet. Mem. Pkwy. 35600 35700 100 0.3%
Zumbehl Rd. N/O Rt. 94 18000 24300 6300 35.0%
Average
percent
change = 46.8%

The County and all of the cities have had active road improvement programs. Each agency has its
own source of funds. Much of the funding for these improvements has come from the County’s
½ Cent Transportation Sales Tax. This tax was strongly endorsed by the citizens of the County
in 2004 by approving its extension to 2016. In addition, MoDOT has committed to many
improvements to state highways since the passage of Amendment 3 in November 2004 and the new
Federal Transportation Bill, the Safe, Accountable, Flexible, Efficient Transportation Equity Act:
A Legacy for Users (SAFETEA-LU), in August 2005. Funding for road improvements from these
sources, along with other public and private funding, will help pay for many needed road
improvements in the near future. However, as the case in many other growing suburban areas in the
country, traffic congestion has grown faster than construction of new roads and improvements to
existing facilities. It is expected that this trend will continue in St. Charles County for some time
in the future.
B-4.4. Vehicle Miles of Travel
The Council maintains records of the amount of vehicle miles of travel (VMT) on the region’s
highways to determine adherence to the Clean Air Standards of the Environmental Protection Agency
(EPA). VMT is calculated by multiplying the total road miles by their ADTs. For St. Charles County
they were compiled for all road classifications except local streets. The miles of road and total VMT
for the years 1990, 1995, 2000, and 2004 are shown below in Table 8.
It can be seen that the number of miles of roads had just a small increase from 1990 to 1995, 18 miles
or 3.5 per cent, seven miles from 1995 to 2000 or 1.3 percent, and just six miles or 1.1 percent from
2000 to 2004. But during the ten years from 1990 to 2000, VMT changed dramatically growing by
64 percent. During the four years from 2000 to 2004 it continued to increase growing by 17 percent.
This illustrates the tremendous growth of travel in the County during this time reflecting the growth
in population, employment, and overall personal travel.
Table 8
Vehicle Miles of Travel
St. Charles County
Year Road Miles VMT Change Percent VMT/Road
1990 515 2,973,489 - - 5,774
1995 533 4,203,478 1,229,989 41.4 7,886
2000 540 4,876,750 673,272 16 9,031
2004 546 5,708,387 831,637 17.1 10,455
B-4.5. Vehicles and Households
The number of vehicles, which are registered in each household, play a major role in determining
the amount of vehicular travel. The more vehicles per household, the more travel will result. This
34

adds to the amount of VMT that is found in each county and in the region. For this reason the
number of registered vehicles in each county of the region and their number of households for the
last 25 years was determined and compared. These data are shown in Table 9 below.
It can be seen that the number of vehicles per household for the region was 1.15. For St. Charles
County it was 1.64. By 1990 vehicles per household in the region had increased to 1.21. However,
St. Charles County had increased to 1.77. By 2000 the region had reached 1.74, a dramatic increase
during the ten-year period. St. Charles County stayed about the same at 1.73. By 2004, the region
had once again increased, going to 1.78 but St. Charles County again jumped, going to 1.97 or
almost two vehicles per household. This explains why the County has had such an increase in traffic
and traffic volumes on all of its streets and highways. It also explains why the County has had a
large increase in VMT. Overall, this poses a serious challenge to the region as VMT is the major
measure used in assessing the region’s adherence to the Clean Air Standards.
Table 9
Vehicles and Households
St. Louis Region
Year 1980 1990 2000* 2004 Change & %
1980 - 1990
Registered
Autos
St. Louis Region
947,700 1,097,400 1,689,400 1,769,100 149,700
15.8%
Household 824,600 905,800 969,200 995,900 81,200
9.8%
35
Change & %
2000 - 2004
79,700
4.7%
26,700
2.8%
Autos/HH 1.15 1.21 1.74 1.78 5.2% 2.3%
Registered
Autos
St. Charles County
76,200 120,500 176,000 225,300 44,300
58.1%
Households 46,400 74,400 101,800 117,400 28,000
60.5%
49,300
28.0%
15,600
15.3%
Autos/HH 1.64 1.77 1.73 1.97 7.9% 13.9%
* Data from the Missouri Department of Revenue and the Illinois Department of Revenue for 2000 through 2005. Earlier data
was not comparable to these data.

B-5. Operational Conditions on Major Roads
Operational conditions on the major roads were determined by using the methods prescribed in the
Transportation Research Boards’s Highway Capacity Manual (HCM) 2000. This latest update of
the HCM provides state-of-the-art techniques for estimating the capacity and measuring the level
of service (LOS) of travel on these roads. The material in HCM 2000 has been used from a planning
perspective to assess existing operational conditions based on traffic volumes, speeds and delays,
and field observations. The HCM has also been used to assess future travel conditions using
forecasted traffic volumes. They are discussed later in this report.
The capacity of a road is the maximum number of vehicles that can pass a point in a given time
under prevailing road, traffic, and traffic control conditions. It is expressed in number of passenger
cars, per hour, per lane, (pcphpl) for each road classification. The number of trucks of various sizes,
buses, and other slower moving vehicles are converted into passenger car equivalents. Other factors
such as a road’s geometrics, adjacent land use, number of intersections, traffic control devices, and
pedestrian activity play a major role in determining a road’s capacity.
The LOS on a road segment are a measure of how well traffic is operating for a specified period of
time, usually one hour. LOS takes into account the road’s functional classification, speed, density
(freedom to maneuver), and traffic interruptions and delays. It compares a road segment’s capacity
to the volume of traffic that desires to use it. This is referred to as the volume to capacity (v/c) ratio.
Six LOS are defined for each road segment using letters A to F. LOS A represents the best
operating condition and LOS F the worst. The maximum capacity of a road segment is LOS E and
a complete breakdown in traffic flow is LOS F.
LOS were developed for all major roads based on their ADTs and speeds and delays, if available.
They were then factored to determine the morning and afternoon peak hour volumes using values
applicable for each road. Traffic volumes, speeds, and delays, and the characteristics of various road
segments were reviewed to determine the LOS. Field observations were made by Council staff to
verify these designations. Roads with LOS E and F are shown in Figure 6.
B-5.1. Interstates and Freeways
Operating conditions on Interstates and Freeways are considerably different from other roads. The
interaction is only among those vehicles traveling in the same direction since the road is divided by
some type of barrier. The density of vehicles, their speed, and the volume of traffic are the major
factors in determining the road segment’s LOS since access is only provided at on and off ramps.
Speed can remain the same as volumes increase until they reach the road’s capacity. However, as
volumes and density increase the LOS of vehicles decline. When capacity (LOS E) is reached,
speeds decline noticeably and delays begin to occur. Lighting, weather conditions, and traffic
incidents, also cause lower speeds and increase delays.
LOS values of density, speed, v/c, and maximum hourly volumes are shown in Table 10 which was
developed from the HCM 2000 Exhibit 23-2. Speeds of 70, 65, and 60 mph were used since they
VPare the speed limits of Interstates and Freeways in the County. Morning and afternoon peak hour
36

Criteria
Table 10
Level of Service Criteria
For Freeway Segments
37
LOS
A B C D E
Free Flow Speed = 70 miles per hour
Maximum density (pc/mi/ln) 11 18 26 35 45
Minimum speed (mi/h) 70 70 70 70 70
Maximum v/c 0.32 0.53 0.74 0.9 1
Maximum hourly volume
(pcphpl)
770 1260 1770 2150 2400
Free Flow Speed = 65 miles per hour
Maximum density (pc/mi/ln) 11 18 26 35 45
Minimum speed (mi/h) 65 65 64.8 59.7 52.2
Maximum v/c 0.3 0.5 0.71 0.89 1
Maximum hourly volume
(pcphpl)
710 1170 1680 2090 2350
Free Flow Speed = 60 miles per hour
Maximum density (pc/mi/ln) 11 18 26 35 45
Minimum speed (mi/h) 60 60 60 57.6 51.1
Maximum v/c 0.29 0.47 0.68 0.88 1
Maximum hourly volume
(pcphpl)
660 1080 1560 2020 2300
NOTE:
The exact mathematical relationship between density and v/c has not always been maintained at
LOS boundaries because of the use of rounded values. Density is the primary determinant of LOS.
The speed criterion is the speed at maximum density for a given LOS.
volumes were determined by applying a factor to the ADTs on Table 4 and by reviewing some of
the volume count data from MoDOT. Conversion factors were applied to these numbers to take into
account road widths, truck percent, terrain, and traffic fluctuations during the peak hours to get
pcphpl as prescribed in the HCM 2000. From these adjusted peak hour volumes, the LOS for each
direction of travel were calculated.

Figure 6
Year 2004 Levels of Service E and F
Click on the map below to view a larger version
38

I-64
From the Missouri River to west of Rt. K, I-64 has a 60 mph speed limit and carries about 77,500
vehicles a day. During the morning peak hour it carried about 7,800 vehicles, with eastbound the
predominant flow, carrying about 4,700 vehicles. Westbound carried about 3,100 vehicles.
Eastbound traffic has three through lanes and an auxiliary lane. Each lane carried about 1,300
vehicles and the auxiliary lane carried about 800. After applying appropriate factors (6.9 percent
trucks) volumes reached about 1,400 pcphpl. Using Table 10, this indicates traffic is operating at
LOS C. During the afternoon, peak hours, westbound traffic is the highest with 4,700 vehicles. It
has only three lanes, therefore, each lane carried about 1,600. However, the Missouri River bridge
has substandard lane widths (11 feet), no lateral clearance, an upgrade of about 5 percent, and a
length close to one half mile. Applying adjustment factors brings the pcphpl to 1,900. This results
in LOS E. This is confirmed by field observations that show traffic slows to cross the bridge with
minor backups extending to the east.
I-70
I-70 is the primary road in St. Charles County and handles the highest volume of traffic with a speed
limit of 60 mph from the Missouri River to west of Wentzville. Across the Missouri River it carried
165,000 vehicles a day in 2004. The eastbound bridge has five lanes, all standard widths, and
shoulders. The westbound bridge, however, has substandard lane widths and no shoulders. It also
has an upgrade of about 3 percent for part of its length. Commercial vehicles are quite high, about
11 percent. The morning peak hour handled about 15,000 vehicles with eastbound having the
highest, about 9,000. Each lane carried more than 1,800 vehicles, and when factored, this reaches
more than 2,000 pcphpl. This places it at LOS E, the road’s capacity. These calculations meet with
field observations which show that traffic flows at slow speeds but not in a start-stop mode.
During the afternoon peak hour, traffic volumes are higher reaching about 16,500. Westbound is
the peak direction and has 9,500 vehicles or 1,900 per lane. With substandard lane widths, no
shoulders, an upgrade of 3 percent, and 11 percent trucks, the pcphpl is estimated to be more than
2,300. This places operating conditions at LOS F. There is a break down in traffic flow with
vehicles in a start-stop mode and density at its highest. This is in agreement with field observations
that show traffic backing through the Earth City interchange and onto the I-270 interchange ramps.
From Fifth St. to Rt. 94 volumes drop to 147,000 and operate on four through lanes and an auxiliary
lane in each direction. During the morning peak hours eastbound is the high direction of travel and
handles about 7,300 vehicles. That would be 1,460 per lane but the auxiliary lane only carries 75
percent. Therefore, it handles 1,100 and the rest is on the through lanes. That puts them at about
1,600. Factoring gives close to 1,800 pcphpl which is LOS D. However, traffic up and downstream
is operating at capacity, LOS E, so this section is also at LOS E
West of Rt. 94 to Zumbehl Rd. I-70 has six lanes and auxiliary lanes and carried about 129,500. The
morning and afternoon peak hours carried the same, around 12,000. The high direction of travel
carried about 6,600 vehicles. The auxiliary lanes carried 75 percent of the through lanes or 1,200
39

vehicles and the rest were on the through lanes. This caused them to carry around 1,800 vehicles.
Factoring for pcphpl, the through lanes reached 2,000 which is LOS E or capacity. This agrees with
field observations which show traffic moving slowly but without stop-start conditions.
From Zumbehl Rd. to Cave Springs Rd., I-70 has six lanes. It handled about 125,000 vehicles a day.
Morning and afternoon peak hours carry the same amount of traffic, about 11,500 vehicles. In the
peak direction of traffic it carried 6,400 or 2,100 vehicles per lane. Factoring gives 2,300 pcphpl.
Density is high and speeds low with the v/c ratio at 1.00. Traffic is operating at LOS E. This is in
agreement with field observations.
From Cave Springs Rd. to Rt. 370, volumes drop to about 106,000 on six lanes. The morning and
afternoon peak hours carry about the same with 9,500 vehicles. The high direction of travel is about
5,200 or 1,750 vehicles. When factored it is close to 2,000 pcphpl. This equals LOS E with slow
traffic, high density, and v/c at 1.00. This agrees with field observations.
Traffic, between Rt. 370 and Mid Rivers Mall Dr., jumps up to 134,000 due to the volume that is
added by Rt. 370. It is handled on six traffic lanes in each direction when counting the auxiliary
lanes. They are needed to handle the high volume of weaving traffic between the two roads. In the
morning peak hours eastbound traffic, from the Mid Rivers Mall Dr. on-ramp, desiring to travel east
on I-70 must weave through traffic wanting to get onto Rt. 370. In the afternoon, traffic exiting Rt.
370 and desiring to travel west on I-70 must weave through the I-70 traffic wanting to exit the off
ramp to Mid Rivers Mall Dr. Adding to the problem is the fact that westbound traffic on the off
ramp to Mid Rivers Mall Dr. often backs onto the auxiliary lanes and conflicts with through traffic.
These weaving problems cause this section of I-70 to operate at capacity, LOS E.
From Mid Rivers Mall Dr. to Rt. 79, I-70 carries about 130,000 vehicles a day on six through lanes
and an auxiliary lane in each direction. The morning and evening peak hours carry about the same,
12,000 vehicles. The high direction of travel carries about 6,600 or 1,650 per lane, however, the
auxiliary lanes only carry 75 percent and the rest are on the through lanes, which raises the volume
close to 1,800 vehicles. Factoring gives 2,000 pcphpl, and this equals LOS E.
Although these calculations seem correct, other traffic flow facts come in to play. Considerable
eastbound traffic during the morning peak hours comes from the north on Rt. 79 and the south on
Salt Lick Rd. They try to merge with eastbound I-70 traffic which causes considerable weaving
between the two interchanges. The through lanes are unable to accept the additional volume and
speeds drop causing substantial backups to the west through the T.R. Hughes and Rts. K/M
interchanges. At times this backup extends west to Bryan Rd. and traffic quite often stops causing
a very serious safety issue. During the afternoon peak hours, weaving occurs from the ramp of Mid
Rivers Mall Dr. wanting to go west and merge with through traffic wanting to exit Rt. 79. This
results in start-stop traffic that backs through Mid Rivers Mall Dr. The road is operating at LOS F.
From Bryan Rd. to U.S. 40/61, I-70 has six lanes and carries an average of about 78,000 vehicles.
Morning and afternoon volumes are the same, 7,800. For the peak direction, this amounts to 4,300
or more than 1,400 vehicles per lane. Factoring brings the pcphpl to almost 1,600 or LOS at D.
40

I-70 west of U.S. 40/61 to Pearce Blvd. has four lanes and handles about 72,000 vehicles and 7,200
during the peak hours. Traffic volumes are about 1,900 vehicles per lane in the peak direction of
travel, eastbound in the morning and westbound in the afternoon. Factoring gives 2,100 pcphpl.
With only four lanes, traffic is dense, speeds lower, and the v/c ratio near 1.00 or LOS E.
From Pearce Blvd. to Warren County, the speed limit rises to 65 mph on four lanes. Traffic volumes
are around 56,000 a day. The peak hour volumes are about the same at 2,900 and the directional
split is 55/45. This results in 1,450 vehicles per lane. Factoring gives a pcphpl of 1,600 which is
equal to LOS C.
I-70 Summary
Most of I-70 across St. Charles County operates at or near capacity during the morning and
afternoon peak hours. This is aggravated by the high percent of commercial vehicles. A number
of sections, most notably from Earth City Dr. across the Missouri River to Rt. 94, are operating with
volumes in excess of capacity, LOS F, with serious congestion occurring eastbound in the morning
and westbound in the afternoon. Even though traffic volumes drop at Rt. 94, so do traffic lanes,
resulting in operating conditions of LOS E west past the Cave Springs Rd. interchange. The section
between Rt. 370 and Rt. 79 has serious operating deficiencies, especially during the morning peak
hour, with severe weaving problems that causes operating conditions of LOS F for eastbound traffic
as far west as Bryan Rd. It is only west of there that conditions improve to LOS D. New
construction through the U.S. 40/61 interchange provides six lanes all the way to Rt. Z. To the west,
it remains four lanes with traffic reaching the roads capacity to Pearce Blvd. West to Warren
County volumes drop and operating conditions improve to LOS D.
A major operating problem on I-70 has been traffic flow at many of the interchanges. From the Fifth
St. interchange west through the Rt. 79 interchange, traffic is operating at LOS E and F during the
morning and afternoon peak hours. At many locations, traffic backs up on the off ramps and extends
into the through traffic lanes. This creates a very serious safety problems. With increased activity
expected at all of the interchanges, and increases in traffic volumes, this situation will only get
worse. This is discussed later in the chapter on forecasted traffic.
Rt. 364
Rt. 364 is a Freeway with a speed limit of 60 mph. It is ten lanes across the Missouri River and
eight lanes from Rt. 94 at Muegge Rd. to Rt. 94 just north of Harvester Rd. It handles about 50,000
vehicles a day and 6,000 in the peak hours. During the morning eastbound traffic across the
Missouri River is about 3,600 vehicles. On five lanes this amounts to only 720 vehicles per lane.
Truck percent on this road are low and conditions are ideal. As a result, pcphpl are still well below
1,000 and the road operates at LOS B. Along the section with Rt. 94, it has about the same volume
with traffic per lane at around 800 providing LOS B.
41

Rt. 370
Rt. 370 is a six-lane Freeway with a 60-mph speed limit. It carries about 57,000 vehicles a day with
5,700 during the morning and afternoon peak hours. During the morning, eastbound traffic reaches
3,400 vehicles or about 1,150 vehicles per lane. During the afternoon, traffic is about the same.
Truck traffic on this route is around 7.5 percent coming from I-270 and the Earth City Industrial
complex in St. Louis County. Factoring for pcphpl gives 1,450 or LOS C.
B-5.2. Expressways
Operating conditions and the quality of service provided on Expressways are less than Interstates
and Freeways even though they are normally four-lane divided highways. They have at-grade
intersections, often signalized, and provide access to adjacent land use at specific locations. Their
speed limits are lower and their design characteristics are less with sharper turns and steeper grades.
As a result vehicle conflicts occur more often and interrupt the flow of traffic.
The HCM 2000 designates LOS for Expressways in a similar way as for Interstates and Freeways.
However, speed categories, v/c ratios, and traffic volumes are all less. Table 11, developed from
HCM 2000 Exhibit 21-2, shows the criteria for determining LOS for Expressways. Morning and
afternoon peak hour volumes were determined by applying a peak hour factor to the ADTs shown
on Table 4. Various conversion factors were applied to these numbers to take into account the
percent of trucks, intersections and interchanges, fluctuations in traffic, and other factors to get
pcphpl. LOS for each direction of travel were calculated for each Expressway. Field observations
were used to verify the LOS ratings that were calculated.
U.S. 61
U.S. 61 from I-70 to Lincoln County, 7.3 miles, is four lanes divided with 55 and 65 mph speed
limits. It has one interchange at Rt. A and a number of at-grade intersections. Traffic volumes
remain the same at about 33,000 vehicles a day. The morning and afternoon peak hours are handling
about 3,350 vehicles. The peak direction is southbound in the morning and northbound in the
afternoon. There are about 1,000 per lane in the peak direction. Adjusting for trucks (15 percent)
and other factors bring this figure to more than 1,100 pcphpl. From Table 10, this gives LOS C for
the peak directions. The other direction has about 800 pcphpl or LOS B.
U.S. 67
U.S. 67 from St. Louis County to Alton, Illinois is four lanes divided, 4.1 miles long, and has a 55
mph speed limit. It has a number of intersections including one at Rt. 94 that is signalized. It carries
31,000 vehicles a day. It handles the same amount of traffic during the morning and afternoon peak
hours. During the morning, southbound traffic is highest with about 2,000, or 1,000 per lane.
Northbound has about 1,400 or 700 per lane. In the afternoon the reverse is true. Adjusting for
trucks (6 percent) and other factors, brings the peak direction to about 1,100 pcphpl and the other
to 8,000. From Table 11, this gives LOS C and B respectively. The traffic signal at Rt. 94 does
periodically interrupt traffic, however, field observations indicate this is just temporary and traffic
speed, density, and the v/c, return to normal and the LOS designations are appropriate.
42

Criteria
Table 11
Level of Service Criteria
For Expressway Segments
43
LOS
A B C D E
Free Flow Speed = 60 miles per hour
Maximum density (pc/mi/ln) 11 18 26 35 40
Minimum speed (mi/h) 60 60 59.4 56.7 55
Maximum v/c 0.3 0.49 0.7 0.9 1
Maximum hourly volume
(pcphpl)
660 1080 1550 1980 2200
Free Flow Speed = 55 miles per hour
Maximum density (pc/mi/ln) 11 18 26 35 41
Minimum speed (mi/h) 55 55 54.9 52.9 51.2
Maximum v/c 0.29 0.47 0.68 0.88 1
Maximum hourly volume
(pcphpl)
600 990 1430 1850 2100
Free Flow Speed = 50 miles per hour
Maximum density (pc/mi/ln) 11 18 26 35 43
Minimum speed (mi/h) 50 50 50 48.9 47.5
Maximum v/c 0.28 0.45 0.65 0.86 1
Maximum hourly volume
(pcphpl)
550 900 1300 1710 2000
Free Flow Speed = 45 miles per hour
Maximum density (pc/mi/ln) 11 18 26 35 45
Minimum speed (mi/h) 45 45 45 44.4 42.2
Maximum v/c 0.26 0.43 0.62 0.82 1
Maximum hourly volume
(pcphpl)
NOTE:
490 810 1170 1550 1900
The exact mathematical relationship between density and v/c has not always been maintained at
LOS boundaries because of the use of rounded values. Density is the primary determinant of LOS.
LOS F is characterized by highly unstable and variable traffic flow. Prediction of accurate flow rate,
density, and speed at Los F is difficult.

U.S. 40/61
U.S. 40/61 from west of Rt. K to Rt. N handles about 50,000 vehicles per day. It has a speed limit
of 55 mph and a limited number of intersections until the signal at Rt. N. A section about a mile and
a half long is up to Interstate standards through the Winghaven Blvd. interchange. During the
morning peak hour it handles about 5,000 vehicles with 3,000 eastbound and 2,000 westbound.
Adjusting for trucks (6.8 percent), rolling terrain, and other factors gives a passenger equivalent for
eastbound of 3,300 or 1,650 vehicles per lane. This equates to LOS D. Westbound traffic is around
2,200 or 1,100 per lane and LOS C. From Rt. N to I-70, has volumes’ area about 35,000 per day
with a speed limit of 55 mph. Two signals exist. One at Callahan Rd. and one at Prospect Rd. and
other intersections also exists. A section about a mile and a half long, is Interstate through the Lake
Saint Louis Blvd. interchange. During the morning peak hour there are 3,500 vehicles with about
2,100 eastbound and 1,400 westbound. Adjusting for trucks, rolling terrain and traffic signals brings
the pcphpl to about 2,300 and 1,600 or about 1,200 per lane in the peak direction and 800 in the
other. This is equal to LOS of C and B respectively. During the afternoon, traffic volumes are the
same as the morning and the volumes and LOS are the same, C for westbound and B for eastbound.
B-5.3. Principal Arterials
Operating conditions on Principal Arterial roads are poorer than on Interstates, Freeways, or
Expressways. In urban and suburban areas they can be four, five, or six lanes, divided or undivided
roads. In rural areas they can be two, three, or four lane roads. Traffic flow and LOS are controlled
by their traffic volumes and number of signalized intersections, side streets, and entrances, and the
number of vehicles turning to and from them.
The HCM 2000 provides guides for estimating LOS for planning purposes on Principal Arterial roads.
The data required are average travel speeds, the number of signals per mile, and the LOS of
signalized intersections. Average travel speeds came from the Council’s GPS travel time runs. The
number of signals came from the road inventories. The LOS of signalized intersections came from
field observation’s following the criteria described in Chapter 16 - Signalized Intersections, of the
HCM 2000. The LOS for most of the Principal Arterials fall into this category and are discussed
below.
Rt. 79
Rt. 79 from I-70 north past the Salt River Rd./Pearl Dr. carried about 22,000 vehicles and operated
at LOS C during the peak hours. Backups occur for northbound traffic during parts of the afternoon
peak hour where it necks down from four to two thus reducing the LOS to F for a short section.
North of there it has some left turn lanes for a signalized intersection at T.R. Hughes Blvd. and a few
at non-signalized intersections. Volumes drop northward until it reaches Lincoln County where it
carried about 13,000 vehicles. Average speeds were about 47 mph for northbound and southbound
traffic during the morning peak hours. This placed it at LOS C. During the afternoon peak hour,
northbound traffic averaged 43 mph placing it at LOS D and southbound traffic had an average
44

speed of 50 placing it at LOS C. The signals operated at LOS C during the peak hours, therefore,
these LOS designations are appropriate.
Rt. 94 - Rt. 370 to I-70
This part of Rt. 94 runs from Rt. 370 south on Second St. to Clark St. on two lanes. There it travels
west to Fifth St. and then south to First Capitol Dr. It then travels west becoming four lanes at
Kingshighway and runs south to I-70, a distance of 3.4 miles. It has six traffic signals, a number of
four way stops, and parking on both sides along most of its length. It travels through the City of St.
Charles Central Business District. Average travel speeds in both directions are 23 mph in the
morning peak hour providing LOS C. The signals at this time are also operating at LOS C.
Therefore, LOS C during the morning peak hour is appropriate. During the afternoon peak hour,
average travel speeds in both directions are about 20 mph providing LOS D. The signals handle
more traffic and also operate at LOS D confirming this designation.
Rt. 94 - I-70 to I-64
This segment is six and four lanes divided from I-70 to I-64. It has been divided into three segments
for analysis; I-70 to N. Rt. 364 (old Hemsath Rd.), S. Rt. 364 (north of Harvester Rd.) to Mid
Rivers Mall Dr., and Mid Rivers Mall Dr. to I-64. The first section is 2.4 miles long and has five
traffic signals. During the morning peak hours it had an average travel speed in both directions of
27 mph which places it at LOS at D. Field observations indicate the signals are operating at LOS
D. During the afternoon peak hour the same conditions exist with speeds of 26 mph both ways.
Field observations show the signals are operating at LOS E which is the controlling factor and
determines a LOS E designation.
The segment of Rt. 94 from S. Rt. 364 to Mid Rivers Mall Dr. is 3.4 miles long and has five traffic
signals. During the morning peak hours speeds are about 25 mph placing it at LOS D. However,
the signals are operating at capacity with backups from almost one intersection to another. This
results in LOS F. During the afternoon peak hour the same condition exists with traffic backup from
one intersection to another. This produces extreme congestion. This segment is operating at LOS
E and F during both the morning and afternoon peak hours.
Rt. 94 from Mid Rivers Mall Dr. to I-64 is 3.7 miles long and has five traffic signals. During the
morning peak hour average travel speeds are 36 mph both ways placing it at LOS C. However, the
signals are operating at LOS D, therefore, the segment is operating at LOS D. During the afternoon
peak hours, average travel speeds are slightly higher placing it at LOS C. One major problem exists
on this segment. It is the congestion for northbound traffic at Siedentop Rd., the first signal north
of I-64. This signal operates at LOS F with long backups extending south almost daily to I-64.
Traffic stacks onto the off ramp and often into the through westbound lanes of I-64. This creates
a very hazardous, accident prone situation on I-64.
45

Rt. K
This road is a five-lane suburban arterial with extra lanes at signalized intersections. It is divided
into two segments, one on the north from I-70 to Rt. N and the other from Rt. N to I-64 on the south.
The north segment has 13 traffic signals and numerous entrances for commercial development along
its 3.1 mile length. Speeds during the morning peak hour are 30 mph southbound and 36 mph
northbound. This places it at LOS C which seems to be in line with the signal operations. During
the afternoon speeds are 25 mph southbound and 23 mph northbound. This places the LOS at D
which also is in line with the signal operations. Unfortunately, the signalized intersection of Rt. K
and Rt. N operates at LOS F during the afternoon peak hours. Traffic is stacked up on all
approaches and at times it takes more than one turn of the signal to negotiate the intersection. The
intersection is operating at LOS F or with volumes in excess of its capacity.
On the south segment there are seven signals along its 3.1 mile length. Speeds during the morning
peak hour are 42 mph northbound and 33 mph southbound. This places the northbound at LOS B
and southbound at LOS C. This seems appropriate for signal operations. In the afternoon peak
hour, speeds are 27 mph northbound and 37 mph southbound placing the LOS at D for northbound
and B for southbound. This seems appropriate for the signal operations. Although this road carries
substantial volumes (40,000 in the north and 25,000 in the south) and they have been increasing, the
wide road and good signal spacing have allowed traffic to move well. As volumes continue to grow,
maintaining the good LOS may be a challenge.
Rt. M (Main St.)
This road runs 2.5 miles from I-70 to Rt. 79 through old town O’Fallon on four lanes with parts on
the north and south widened to five lanes. It has six signals that operate at LOS D during both the
morning and afternoon peak hours. Speeds during the morning are 28 mph northbound and 24 mph
southbound. This places it at LOS D. In the afternoon, they are 23 northbound and 17 southbound.
Northbound is at LOS D and southbound has some congestion around I-70 placing it at LOS E.
Congestion through the old part of O’Fallon can be serious and occasionally aggravated by trains
crossing just north of downtown. At these times all traffic for some distance comes to a complete
stop. During the peak hour periods the road is operating at LOS E to F.
Mid Rivers Mall Dr.
This five-lane road runs from I-70 to Rt. 94, 4.5 miles and has 14 signals. Average speeds during
the morning peak hours were 26 mph northbound and 31 mph southbound. The signals operated at
LOS D, and E. During the afternoon peak hours speeds were 28 northbound and 30 southbound.
The signals operated at LOS D, and E. From I-70 to Mexico Rd. during the peak hours it is
operating with serious congestion. Volumes are quite high (36,000) due to all the commercial
development at and around the Mid Rivers Mall. All of the signals are operating at LOS E during
the morning peak hours and LOS F during the afternoon peak hours.
46

Jungermann Rd.
This road runs from Veterans Memorial Pkwy. to Rt. 94, 3.5 miles and has 10 signals. Speed runs
were not conducted on this road by the Council, but observations reveal that it is operating without
excessive congestion. Traffic volumes are around 30,000 south of Mexico Rd. and decline
southward to about 20,000 north of McClay Rd. The signals are operating at LOS D during the peak
hour periods except for the one at Mexico Rd. which is operating at capacity, LOS E. Travel on this
road is estimated to be LOS D.
Muegge Rd.
This road has four lanes from Mexico Rd. south to Old Hwy. 94 and the ramp connections to Rt.
364. It handles about 16,000 vehicles per day. Speed runs were not conducted on this road. It has
seven signals not counting Mexico Rd. Observations indicate they all operate at or below LOS C
during both the am and pm peak hours and the road operates at LOS C.
Bryan Rd.
This five-lane road runs from I-70 to Rt. N where it becomes Winghaven Blvd., a four-lane parkway
to U.S. 40/61. No speed runs were conducted on this road, however, it has six signals that all
operate at LOS C during the peak hour periods. It carries about 25,000 vehicles per day and
observations indicate it is has no serious congestion and operates at LOS C.
Truman Rd.
This five-lane road runs from I-70 to Rt. 370, has three signals, and handles about 14,000 vehicles
a day. It is two miles long to the I-70/Cave Spring Rd. interchange. No speed runs were made on
this road but observations indicate it is operating at LOS C during the peak hours except for traffic
at the north service road of I-70 that operates at LOS E.
Mexico Rd.
This five-lane road runs from Veterans Memorial Pkwy. just east of Muegge Rd. to Bryan Rd., a
distance of 10 miles. It handles about 35,000 at Jungermann Rd., 30,000 from Mid Rivers Mall Dr.
to Rt. K, and 12,000 east of Bryan Rd. It has about 18 signals, some at school entrances. No speed
runs were made on this road but observations suggest it could be divided into three different
segments. The east segment would be from Muegge Rd. to Mid Rivers Mall Dr., the central from
there to Rt. K, and the west segment from Rt. K to Bryan Rd. The east segment operates at LOS D
during the peak hours due to close signals and their operations. The central part operates at LOS
C with the signal at Mexico Rd. providing LOS D during the peak hours. The west segment’s most
critical issue is the signal at Rt. K but it operates at LOS D even during the peak hours. Traffic flow
between signals is good at LOS C and as noted above dictates the roads LOS at these points.
B-5.4. Minor Arterials
Minor arterial roads can be two, three or four lanes and serve traffic for shorter distances. They
connect traffic from collector roads and local streets to Principal Arterial roads. They serve adjacent
47

land use, especially residential development, to a greater degree than roads of a higher classification.
They normally carry less traffic than roads of a higher classification but more than collectors and
local streets. The LOS on Minor Arterial roads vary depending on the land use they serve, their
traffic volumes, number of traffic signals, stop controls, and side streets. A list of the more highly
traveled ones in the County along with an estimate of their peak hour LOS is shown below.
MoDOT Roads LOS
Rt. 79 (Rt. M to Lincoln Co) C
Rt. 94 (Rt. 370 to Rt. B) C
Rt. 94 (I-64 to Warren Co.) C
Rt. A (I-70 to U.S. 61) C
Rt. N (Mid R. M. Dr. to U.S. 40/61) D
Rt. N (U.S. 40/61 to Rt. Z) D
Rt. Z (I-70 to Rt. N) C
County Roads LOS
Belleau Ck. Rd. C
Central School Rd. C
Elm St. C
Feise Rd. C
Fifth St. D
Friedens Rd. D
Harvester Rd. D
Jungs Sta. Rd. D
Knaust Rd. C
Lake Saint Louis Blvd. C
McClay Rd. D
O’Fallon Rd. C
South River Rd. C
Spencer Rd. D
West Clay St. D
Willott Rd. C
Zumbehl Rd. D
48

B-5.5. Major Collectors
Major Collector roads serve a substantial part of the County. They collect traffic from local streets
and roads and distribute them to Minor Arterials or Principal Arterial roads. They can be two or
three lanes and occasionally four lanes. They may have traffic signals, especially for special
generators such as schools, churches, public buildings, and large commercial developments. Their
LOS can vary depending on land use, intersecting streets, and special generators. No attempt was
made to determine LOS at the Major Collector road level.
B-6. Travel Time Study
In order to develop forecasts of traffic in the St. Louis region, the Council collects travel time data
on a large number of major roads. Recently the procedure for collecting this data was updated by
using Global Positioning System (GPS) recorders. This procedure was used in St. Charles County
on many major roads for use in this study..
Roads
Table 12
Travel Time Study
Roads Surveyed
From To Miles
I-64 St. Louis County Rt. K 3.22
I-70 St. Louis County Warren County 26.75
U.S. 40/61 Rt. K I-70 9.96
U.S. 61 I-70 Lincoln County 7.31
U.S. 67 St. Louis County Illinois State Line 4.13
Rt. 79 I-70 Lincoln County 10.41
Rt. 94 U.S. 67 I-70 25.85
Rt. 94 I-64 Warren County 21.85
Rt. 364 St. Louis County Rt. 94 3.23
Rt. 370 St. Louis County I-70 8.49
Rt. K I-70 I-64 6.38
Rt. M I-70 Rt. 79 3.1
Rt. N Mid Rivers M. Dr. U.S. 40.61 7.95
Rt. N U.S. 40/61 Rt. Z 5.39
Rt. Z Rt. N I-70 2.52
Mid Rivers M. Dr. Rt. 94 I-70 4.53
Total miles = 151.07
In the fall of 2004 the Council developed a methodology for collecting travel time data. It consisted
of selecting roads in the County where data was needed, developing a collection procedure, and
determining the times and days of collection. The roads selected for inclusion in this study are listed
49

on Table 12. They total 135 miles. All major state highways were selected including the Interstates,
Freeways, Expressways, Major Arterials and some Minor Arterials. In addition, Mid Rivers Mall
Dr. was included as it is a Major Arterial. A test vehicle was supplied with the GPS unit and driven
during the morning, midday, and afternoon peak hours. These times were 6:30am to 9:00am,
11:00am to 2:00pm, and 3:30pm to 6:00pm. The GPS unit recorded the exact position and time of
the vehicle which then could be converted into speeds and delays that were encountered during the
run The test vehicle traveled each road a number of times during each time period so that data for
multiple days could be averaged. If weather conditions, crashes, other incidents, or unusual delays,
were encountered the run was aborted and reran on another day. The data was downloaded from
the GPS unit into the Council’s computer and analyzed. A report entitled St. Charles County Travel
Time and Speed Study August 2005, was prepared describing the results of the study. All of the
travel times during the peak hour periods for these roads were taken from this report.
A tabulation of the findings for these roads is shown in Table 13. It contains the direction, speed,
travel time, delay, and percent of delay during the morning and afternoon peak hours. Table 14
ranks the roads according to their percent delay for the a.m. and p.m. periods. These values are the
average of a number of runs. A discussion of the travel time, delay, and percent of delay follows.
I-64 eastbound traffic during the morning peak hour had the highest volume but traveled at the speed
limit without any congestion. Westbound traffic during the afternoon peak hour traveled at 56 mph
and delay was about 10 percent of travel time. This was due to the congestion on the Missouri River
bridge caused by the narrow lanes.
I-70 eastbound traffic during the morning peak hour between Warren County and Rt. 79 ran at 44
mph, 16 mph below the speed limit. The section between Bryan Rd. and Rt. 79 has serious
congestion problems that reduce speeds to about 10 mph with stop-start traffic. Delays were 35
percent of travel time. From Rt. 79 to St. Louis County speed was 54 mph. Sections between Rt.
79 and Mid Rivers Mall Dr. and to the Missouri River bridge had speeds of about 30 mph and delays
of up to three minutes. Westbound traffic during the morning peak hour had some delays but they
were not serious. During the afternoon peak hour westbound traffic experienced serious congestion
from the east of the Missouri River bridge to Rt. 79. Traffic traveled at only 50 mph and delays
made up 10 percent of travel time. Eastbound traffic did not have any serious congestion or delays.
U. S. 40/61 traffic eastbound during the morning from I-70 to Rt. K had speeds of 49 mph. Delays
were more than 15 percent due to the signalized intersections of Callahan Rd., Prospect Rd., and Rt.
N. From Rt. N east, speeds rose to 55 mph. Westbound speeds were slightly less, about 54 mph and
delays of up to one minute. This was mainly due to less traffic. During the afternoon peak hour,
westbound speeds were about 44 mph due to the signals and delays were as high as 27 percent of
travel time. Eastbound had higher speeds at 54 mph and delays were only 5 percent of travel time.
U.S. 61 experienced no delays and traffic traveled at the speed limit at all times in both directions
of travel from I-70 to Lincoln County.
50

U.S. 67 experienced no delays and traffic traveled at the speed limit at all times in both directions
of travel from St. Louis County to Alton, Illinois.
Rt. 79 had no delay problems from Rt. M to Lincoln County during all times of the day. Some
delays were experienced during the peak hours at the signal of T.R. Hughes north of I-70.
51

Table 13
Travel Time and Delay Data
Summary of Major Roads
MoDOT and County Roads
Road Beginning End Peak Dir. Miles Speed Speed Travel Delay Percent
Hour Limit (mph) Time
(Min.)
(Min.) Delay
I-64 St. Louis Co. Rt. K A.M. W.B. 3.22 60 61 3.25 0.30 9.2%
I-64 Rt. K St. Louis Co. A.M. E.B. 3.22 60 62 3.23 0.15 4.6%
I-64 St. Louis Co. Rt. K P.M. W.B. 3.22 60 56 3.61 0.37 10.2%
I-64 Rt. K St. Louis Co. P.M. E.B. 3.22 60 65 3.05 0.10 3.3%
I-70 St. Louis Co. Rt. 79 A.M. W.B. 9.71 60 62 10.34 0.50 4.8%
I-70 Rt. 79 St. Louis Co. A.M. E.B. 9.71 60 54 12.50 0.93 7.5%
I-70 St. Louis Co. Rt. 79 P.M. W.B. 9.71 60 50 13.20 1.28 9.7%
I-70 Rt. 79 St. Louis Co. P.M. E.B. 9.71 60 63 10.44 0.17 1.6%
I-70 Rt. 79 Warren Co. A.M. W.B. 17.00 60 66 14.92 0.05 0.3%
I-70 Warren Co. Rt. 79 A.M. E.B. 17.00 60 44 24.74 8.60 34.8%
I-70 Rt. 79 Warren Co. P.M. W.B. 17.00 60 60 16.43 0.55 3.3%
I-70 Warren Co. Rt. 79 P.M. E.B. 17.00 60 67 14.69 0.13 0.9%
U.S. 40/61 Rt. K I-70 A.M. W.B. 9.96 55 54 11.45 0.85 7.4%
U.S. 40/61 I-70 Rt. K A.M. E.B. 9.96 55 49 12.80 1.97 15.4%
U.S. 40/61 Rt. K I-70 P.M. W.B. 9.96 55 44 14.58 4.00 27.4%
U.S. 40/61 I-70 Rt. K P.M. E.B. 9.96 55 54 11.73 0.58 5.0%
Rt. 94 I-70 I-64 A.M W.B. 10.40 55 35 19.03 5.27 27.7%
Rt. 94 I-64 I-70 A.M. E.B. 10.40 55 29 22.98 9.15 39.8%
Rt. 94 I-70 I-64 P.M. W.B. 10.40 55 29 23.45 8.60 36.7%
Rt. 94 I-64 I-70 P.M. E.B. 10.40 55 32 20.88 6.55 31.4%
Rt. 364 St. Louis Co. Rt. 94 W. A.M. W.B. 3.23 60 60 6.10 0.18 3.0%
Rt. 364 Rt. 94 W. St. Louis Co. A.M. E.B. 3.23 60 59 6.25 0.17 2.7%
Rt. 364 St. Louis Co. Rt. 94 W. P.M. W.B. 3.23 60 48 7.62 1.62 21.2%
Rt. 364 Rt. 94 W. St. Louis Co. P.M. E.B. 3.23 60 61 5.96 0.05 0.8%
Rt. 370 St. Louis Co. I-70 A.M. W.B. 8.49 60 68 7.90 0.00 0.0%
Rt. 370 I-70 St. Louis Co. A.M. E.B. 8.49 60 65 8.16 0.07 0.8%
Rt. 370 St. Louis Co. I-70 P.M. W.B. 8.49 60 65 8.08 0.07 0.8%
Rt. 370 I-70 St. Louis Co. P.M. E.B. 8.49 60 66 7.92 0.05 0.6%
Rt. K I-70 I-64 A.M. S.B. 6.38 45 31 12.20 3.08 25.3%
Rt. K I-64 I-70 A.M. N.B. 6.38 45 38 9.85 1.30 13.2%
Rt. K I-70 I-64 P.M. S.B. 6.38 45 29 12.96 3.67 28.3%
Rt. K I-64 I-70 P.M. N.B. 6.38 45 24 16.15 6.68 41.4%
Mid R M Dr. I-70 Rt. 94 A.M. S.B. 4.32 35 26 10.75 3.80 35.3%
Mid R M Dr. Rt. 94 I-70 A.M. N.B. 4.32 35 26 10.90 4.17 38.2%
Mid R M Dr. I-70 Rt. 94 P.M. S.B. 4.32 35 26 10.50 3.25 31.0%
Mid R M Dr. Rt. 94 I-70 P.M. N.B. 4.32 35 28 9.88 2.68 27.2%
52

Road Beginning End
Table 14
Travel Time and Delay Data
Roads Ranked by Percent Delay
A.M Peak Hours
Peak
Hour Dir. Miles
53
Speed
Limit
Speed
(mph)
Travel
Time
(min)
Delay
(min)
Percent
Delay
Rt. 94 I-64 I-70 A.M. E.B. 10.40 55 29 22.98 9.15 39.8%
Mid R M Dr. Rt. 94 I-70 A.M. N.B. 4.32 35 26 10.90 4.17 38.2%
Mid R M Dr. I-70 Rt. 94 A.M. S.B. 4.32 35 26 10.75 3.80 35.3%
I-70 Warren Co. Rt. 79 A.M. E.B. 17.00 60 44 24.74 8.60 34.8%
Rt. 94 I-70 I-64 A.M W.B. 10.40 55 35 19.03 5.27 27.7%
Rt. K I-70 I-64 A.M. S.B. 6.38 45 31 12.20 3.08 25.3%
U.S. 40/61 I-70 Rt. K A.M. E.B. 9.96 55 49 12.80 1.97 15.4%
Rt. K I-64 I-70 A.M. N.B. 6.38 45 38 9.85 1.30 13.2%
I-64 St. Louis Co. Rt. K A.M. W.B. 3.22 60 61 3.25 0.30 9.2%
I-70 Rt. 79 St. Louis Co. A.M. E.B. 9.71 60 54 12.50 0.93 7.5%
U.S. 40/61 Rt. K I-70 A.M. W.B. 9.96 55 54 11.45 0.85 7.4%
I-70 St. Louis Co. Rt. 79 A.M. W.B. 9.71 60 62 10.34 0.50 4.8%
I-64 Rt. K St. Louis Co. A.M. E.B. 3.22 60 62 3.23 0.15 4.6%
Rt. 364 St. Louis Co. Rt. 94 W. A.M. W.B. 3.23 60 60 6.10 0.18 3.0%
Rt. 364 Rt. 94 W. St. Louis Co. A.M. E.B. 3.23 60 59 6.25 0.17 2.7%
Rt. 370 I-70 St. Louis Co. A.M. E.B. 8.49 60 65 8.16 0.07 0.8%
I-70 Rt. 79 Warren Co. A.M. W.B. 17.00 60 66 14.92 0.05 0.3%
Rt. 370 St. Louis Co. I-70 A.M. W.B. 8.49 60 68 7.90 0.00 0.0%
P.M. Peak Hours
Road Beginning End
Peak
Hour Dir. Miles
Speed
Limit
Speed
(mph)
Travel
Time
(min)
Delay
(min)
Percent
Delay
Rt. K I-64 I-70 P.M. N.B. 6.38 45 24 16.15 6.68 41.4%
Rt. 94 I-70 I-64 P.M. W.B. 10.40 55 29 23.45 8.60 36.7%
Rt. 94 I-64 I-70 P.M. E.B. 10.40 55 32 20.88 6.55 31.4%
Mid R M Dr. I-70 Rt. 94 P.M. S.B. 4.32 35 26 10.50 3.25 31.0%
Rt. K I-70 I-64 P.M. S.B. 6.38 45 29 12.96 3.67 28.3%
U.S. 40/61 Rt. K I-70 P.M. W.B. 9.96 55 44 14.58 4.00 27.4%
Mid R M Dr. Rt. 94 I-70 P.M. N.B. 4.32 35 28 9.88 2.68 27.2%
Rt. 364 St. Louis Co. Rt. 94 W. P.M. W.B. 3.23 60 48 7.62 1.62 21.2%
I-64 St. Louis Co. Rt. K P.M. W.B. 3.22 60 56 3.61 0.37 10.2%
I-70 St. Louis Co. Rt. 79 P.M. W.B. 9.71 60 50 13.20 1.28 9.7%
U.S. 40/61 I-70 Rt. K P.M. E.B. 9.96 55 54 11.73 0.58 5.0%
I-70 Rt. 79 Warren Co. P.M. W.B. 17.00 60 60 16.43 0.55 3.3%
I-64 Rt. K St. Louis Co. P.M. E.B. 3.22 60 65 3.05 0.10 3.3%
I-70 Rt. 79 St. Louis Co. P.M. E.B. 9.71 60 63 10.44 0.17 1.6%
I-70 Warren Co. Rt. 79 P.M. E.B. 17.00 60 67 14.69 0.13 0.9%
Rt. 364 Rt. 94 W. St. Louis Co. P.M. E.B. 3.23 60 61 5.96 0.05 0.8%
Rt. 370 St. Louis Co. I-70 P.M. W.B. 8.49 60 65 8.08 0.07 0.8%
Rt. 370 I-70 St. Louis Co. P.M. E.B. 8.49 60 66 7.92 0.05 0.6%

Rt. 94 from I-70 to I-64 was the section with the most serious speed and delay problems of all
routes surveyed. During the morning peak hour, eastbound traffic moved at only 29 mph with the
highest delay of all roads, 40 percent of the travel time. This was caused by the numerous signalized
intersections and the high volume of traffic. On some segments, such as Kisker Rd. to Harvester
Rd. and Pralle Ln. to I-70, speeds were even lower and delays longer. Westbound traffic did not fare
much better having speeds of 35 mph and delays making up 28 percent of travel time. The worst
segments were Harvester Rd. to Kisker Rd. and some between O’Fallon Rd. and I-64.
During the afternoon peak hour conditions were just as bad with delays ranking second and third at
37 and 31 percent of travel time. Westbound speeds averaged 29 mph and eastbound were 32 mph.
Delays caused serious congestion with vehicles operating in a start-stop mode. As mentioned
earlier, eastbound traffic at Siedentop Rd. had delays which caused traffic exiting I-64 to back into
the off ramp creating a serious safety issue. Reductions in speed and increased delays also were
experienced from Kisker Rd. to Harvester Rd. Westbound traffic was slightly better although
reduced speeds and long delays also occurred at these locations.
Rt. 364 had almost no delays and traveled at the speed limit during all hours of the day for both
eastbound and westbound traffic.
Rt. 370 ranked best for delays and travel was at the speed limit at all times of the day in both
directions of travel.
Rt. K has considerable delays and low speeds due to its many intersections and entrances. During
the morning peak hours southbound speeds are only 31 mph and delays make up 25 percent of travel
time. Northbound travel has speed of 38 mph and delays of 13 percent. During the afternoon peak
hours northbound traffic ranks the list with speeds of 24 mph and delays of 41 percent of travel time.
Southbound traffic is not much better with speeds of 29 mph and delays of 28 percent. Traffic
volumes have continued to increase with growth in residential development.
Mid Rivers Mall Dr., is an arterial road with numerous signalized intersection and many entrances.
It has a 35 mph speed limit. During the morning peak hours it had speeds of 26 mph both
northbound and southbound and the second and third highest delay with 38 and 35 percent of travel
time. During the afternoon peak hours it also had low speeds of 26 and 28 mph and delays of 31 and
27 percent of travel time. Although congestion can be severe in some locations such as the Mid
River Mall area, it handles traffic without severe congestion or safety problems.
Summary
Table 14 shows that the roads with the highest percent of delays during the morning peak hours were
eastbound Rt. 94 between I-70 and I-64 with 39.8%, north and southbound Mid Rivers Mall Dr.
between Rt. 94 and I-70 with 38.2% and 35.3%, and I-70 from Warren County to Rt. 79 with 34.8%.
Actually, the delays on I-70 start around Bryan Rd. and continue east through Rt. K and Rt. 79
through Mid Rivers Mall Dr. Westbound traffic on Rt. 94 from I-70 to I-64 had the next highest
delay with 27.7 percent followed by southbound Rt. K from I-70 to I-64 with 25.3 percent.
During the afternoon peak hours the greatest delays occurred on northbound Rt. K from I-64 to I-70
with 41.4 percent, the highest percent for all roads surveyed. Rt. 94 west and eastbound from I-70
to I-64 had the next highest delays with 36.7 percent and 31.4 percent. Mid Rivers Mall Dr.
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southbound from I-70 to Rt. 94 was next with 31.0 percent followed by Rt. K southbound from I-70
to I-64 with 28.3 percent. Roads with the least amount of delays were Rt. 370 both during the
morning and afternoon peak hours, Rt. 364, parts of I-70 from Rt. 79 to Warren County, and U.S.
61 from Lincoln County to I-70.
C. Public Transportation
Public transportation consists of any mode of ground travel that is available to the public besides a
private vehicle. It generally consists of transportation services offered by any public or private
agency for the purpose of moving people from one place to another. Public transportation in the St.
Louis region consists of fixed route bus transit, light rail transit, and paratransit services. Metro
(formerly the Bi-State Development Agency) provides fixed route bus services in St. Louis City and
County and operates MetroLink, the light rail transit system. They also provide paratransit services
in St. Louis City and County. The St. Clair County and Madison County Transit Districts in Illinois
also provide fixed route bus service for their counties. Numerous public and private agencies
provide paratransit service throughout the St. Louis region.
C-1. Fixed Route Bus Service
St. Charles County has been quite active in planning and providing public transportation. In 1992
the St. Charles County Transit Authority was established by action of the Missouri General
Assembly. It consists of a five-member board who meets periodically to discuss plans for future
public transportation in the County. The agency is eligible to receive and dispense funds for public
transportation but to-date no funding source has been provided.
In 1997 the Council was asked to conduct a feasibility study of providing fixed route bus service in
St. Charles County. A report entitled “A Technical Memorandum for a St. Charles County Transit
Plan” was completed in January 1998. It identified a number of bus routes that could serve
residential and commercial property throughout the most densely developed part of the County. The
report was used by the Transit Authority to consider ways of instituting bus service in the County.
In early 2001 the County requested the Council update the 1998 plan to take advantage of the 2000
Census and other new data. A report entitled “A St. Charles County Transit Plan for Intra-County
and Inter-County Bus Service” was completed in August 2001. The report contained updated census
and demographic data and identified three corridors that should have bus service. They were I-70
from the City of St. Charles to Wentzville, Rt. 94 from the City of St. Charles to Mid Rivers Mall
Dr., and Mid Rivers Mall Dr. from I-70 to Rt. 94. It also recommended commuter bus service on
I-70 to and from park and ride lots to the N. Hanley Rd. MetroLink station. Details of the
recommended bus system can be found in the report. The St. Charles County Master Plan suggests
the Transit Authority pursue instituting bus service as described in the report. However, the lack
of a steady and reliable funding source has hampered their ability to institute such service.
Only one fixed route bus system is in operation in the County and it is the St. Charles Area Transit
(SCAT) system provided by the City of St. Charles. It consists of four bus routes that cover all parts
of the city and operates once each hour, Monday through Friday, from 9:00 a.m. to 4:00 p.m.. They
also operate a peak hour commuter bus service from park and ride lots on I-70 to the MetroLink
station in St. Louis County at N. Hanley Rd. These services allow persons without any other means
of transportation, in and around the City of St. Charles and some commuters on I-70, to travel within
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the city and also connect to the transit service in St. Louis County and City.
The cities of St. Peters and O’Fallon do not presently provide any fixed route bus service but have
been considering future possibilities. The city of Wentzville completed a transit study in 2003 and
is using it as a guide for future bus service.
C-2. Paratransit Service
Paratransit service is quite different from fixed route transit. Its primary purpose is to provide
transportation services to persons, who are transit dependant and elderly, have developmental and/or
mental disabilities, and poor or homeless persons who are disabled. It is mostly demand responsive,
that is, persons call a paratransit provider and arrange for transportation on specific days from their
place of residence to their destination and back. Transportation is provided using vans or minibuses
and the drivers and vehicles must meet the requirements of the Americans with Disabilities Act
(ADA) of 1990. Some paratransit trips are made on a fixed route for group travel to a nutrition site
or sheltered workshop. Also, some paratransit trips are made on the SCAT system as its service can
deviate (within given distances) from its fixed route for persons with special needs. Paratransit
services are normally operated by social service or specialized private organizations receiving both
public and private funding. Because of ADA requirements, they have specific service mandates,
operating conditions, and operating constraints.
Funding for paratransit service comes from a number of sources. They are as follows;
1. Federal Title III-B (Older Americans Act).
2. Federal Transit Administration (FTA) grants administered by MoDOT. There are four FTA
funding categories that are explained in the discussion of the TIP in the next chapter.
3. Missouri Elderly and Handicapped Transportation Assistance Program (MEHTAP) funds
administered through MoDOT.
4. Missouri Department of Health funds.
5. Medicaid funds.
6. Other private funding.
In 2000 the Council retained a consultant to study paratransit service in St. Charles County to
determine ways of coordinating services between providers to reduce costs and improve service.
A report entitled “St. Charles County Transit/Paratransit Coordination Study” was completed in
October 2000. It contained data from almost all paratransit providers in the County including the
area they covered, the number and type of vehicles they operated, their hours in service, and the
number of one-way trips they provided. It includes a list of existing conditions and paratransit
providers and the number of vehicles they operated, the number of yearly passengers they served,
and the yearly cost they incurred to provide these services. This report has not been updated since
then but the data serves as a baseline for this study. Complete details of all paratransit providers can
be found in the report along with recommendations for future services. A summary of some of the
major items in the report is as follows.
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• The consultant sent out questionnaires to 17 paratransit providers and interviewed each one
to determine details of the services they provided. The interviews revealed that about
492,000 one-way passenger trips costing about $1.1 million were made in 2000 by these 17
paratransit providers. These numbers are low since a number of agencies surveyed did not
have or would not provide some of the information. Since it has been five years since this
survey, it is likely that the number of trips and their costs are now higher.
• A substantial amount of paratransit service is purchased from private for-profit and nonprofit
providers by many state agencies including the Missouri Department of Mental Health,
Division of Mental Retardation and Developmental Disabilities, the Mid-East Area Agency
on Aging, and the Missouri Department of Social Services, Division of Medical Services.
• Paratransit service is also provided by a large number of agencies that use their own staff to
transport clients so they can participate in other programs. Many organizations such as the
Emmaus Homes, the Missouri Department of Social Services, Division of Family Services,
reimburse clients for their own travel including the purchases of taxi and bus tickets.
• Future demand for paratransit service in St. Charles County will grow as the population
continues to increase and the average age grows older.
Since the 2000 Paratransit Report was published, St. Charles County has continued to grow and
more areas are becoming urbanized with residential and commercial development growing at a fast
pace. Much of the developing area will increase the demand for future paratransit service. In
addition, many areas of the County are rural and have limited or no paratransit service. Increased
demand for these services can be expected in the future. Resources for this report did not allow for
a detailed study of paratransit like the one provided by the consultant in 2000. However, data from
MoDOT and the census helped to estimate what can be expected in the future.
A list of agencies that recently received paratransit funds through MoDOT is listed below.
• Community Living Inc., St. Peters, MO
• Crider Center for Mental Health, Inc. Wentzville, MO
• Emmaus Homes - St. Charles St. Charles, MO
• Delta Center for Independent Living, St. Charles, MO
• St. Charles Association for Retarded Citizens St. Charles, MO
C-3. Light Rail Transit
As part of its work in identifying corridors for possible light rail transit (MetroLink) extensions, the
Council published a report in June 1991entitled “St. Louis System Analysis for Major Transit
Capital Investment.” High on the list was an extension from the MetroLink station at Lambert
International Airport west along the I-70 corridor into St. Charles County. A Major Investment
Study (MIS) and Draft Environmental Impact Statement (DEIS) for the corridor was initiated by the
Council in 1993. These documents were approved by the Federal Transit Administration (FTA) in
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June 1996. In order to move forward with the extension, the County needed the 20 percent match
required for funding the project. St. Charles County placed a one-half cent sales tax proposal before
the voters in August and again in November of 1996. Both times the proposal failed. Since then
other corridors in the St. Louis region have been funded and improvements to the initial 18-mile
system from downtown St. Louis to the airport has been constructed. The possibility of restoring
the St. Charles County corridor to the MetroLink system now seems remote.
D. Railroads
Two railroads operate in St. Charles County, the Burlington Northern & Santa Fe and the Norfolk
and Southern. The Burlington Northern travels from St. Louis County north along U.S. 67 to West
Alton and from there west in the northern part of the County close to the Mississippi River into
Lincoln County. It has no stops except for a spur to the Ameren Power Plant at Portage Des Sioux.
The Norfolk and Southern enter from St. Louis County along side Rt. 370 and travels west in the
I-70 corridor into Warren County with a spur to the General Motors plant at Wentzville. These two
railroads have no current plans for changes to their rail lines. No other railroad companies have
expressed an interest in providing service in St. Charles County at this time.
E. Pipeline
According to the St. Charles County Master Plan 2015 there are 11 pipelines operating in the
County. They include the following companies and move the noted products:
• Amoco Gasoline, Petroleum
• Arco Diesel Fuel #2, Kerosene, Leaded and Unleaded Gasoline
• Conoco Fuel Oils, Liquid Petroleum Gas, Leaded and Unleaded Gasoline
• Explorer Leaded and Unleaded Gasoline, Aviation Fuel (JP - 4)
• Williams Diesel Fuel #2, Leaded and Unleaded Gasoline
• Kochs Liquid Anhydrous Ammonia
• Kochs Crude Oil
• Missouri Natural Gas
• Platte Crude Oil
• Shell Crude Oil
• Southern Star Central Natural Gas
These companies traverse all parts of St. Charles County entering from the west. Some cross the
Missouri River and others enter from Warren and Lincoln Counties, They all converge in the
northeast part of the County between the Mississippi and Missouri Rivers and cross into Illinois just
north of the confluence of the rivers. This is the area in the Illinois part of the Region that has a
large amount of petroleum and natural gas facilities that process and distribute products from the
pipelines. St. Charles County plays no role in handling material from the pipelines with the
exception of one facility, Williams Petroleum in St. Peters. The company transfers a small amount
of petroleum from a Conoco pipeline to trucks. As a result, these modes of transportation have no
impact, including employment opportunities, and place no demands on the County.
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F. Aviation
St. Charles County has two general aviation airports. One is Smartt Airport and the other is St.
Charles Municipal Airport. Smartt Airport is located in the northeast part of the County adjacent
to Grafton Ferry Rd. north of Rt. 94. St. Charles Municipal Airport is also in the northeast part of
the County just south of Rt. B west of Rt. 94. Smartt Airport has an instrument runway that allows
aircraft to land when the weather is below Visual Flight Rule (VFR) minimums of 1,000 feet. The
FAA has designated Smartt Airport as a reliever airport for Lambert International for general
aviation aircraft. St. Charles Municipal has no instrument capabilities.
The County had an airport study conducted by a consultant in 2002 entitled St. Charles County-
Smartt Airport Master Plan. Although some of the recommendations in the report do not have the
approval of the Federal Aviation Administration (FAA) yet, extending the main runway by 600 ft.
to 4,400 ft., which has been considered of real value by the County. Mention is made of the airport
in the St. Charles County Master Plan 2015, as an opportunity to better meet the aviation needs of
the County, expand the general aviation infrastructure, and increase the County’s aviation activity.
The County has been discussing various possibilities for improving general aviation activity
including expanding Smartt Airport.
Highway traffic presently generated by the two airports is quite small and does not impose any
traffic problems on the supporting highway system. Even an expanded facility, such as the one
proposed for Smartt Airport, would not cause any future traffic problems regardless of its size as it
only serves general aviation activity.
G. Barge
Since the 1997 St. Charles County transportation study, no change has occurred in barge operations
on the Missouri or Mississippi Rivers that would affect the County’s transportation system.
Operations consist of travel up and down the rivers past the County. No new facilities have been
built and there is no exchange of material to another mode of travel such as truck or railroad. There
is no travel to such a facility by persons in the County generating additional traffic on county roads.
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A. Overview
IV. Transportation Safety
The safety of travel on the road system of St. Charles County and other transportation modes, such
as railroad and aviation, was considered a very important topic in this report. This chapter goes into
detail regarding their safety by examining available historical data. These data provided
information on the number of crashes on the road system, the number of crashes at railroad
crossings, and safety measures at the County’s airports. For the road system a substantial amount
of data was acquired from MoDOT. An analysis of these data is contained in the following parts
of this chapter.
B. Major Road System Safety
The safety of travel on the major road system includes travel by automobiles, trucks, motorcycles,
bicycles, and pedestrians. The major road system consists of most of MoDOT’s roads and many
County and city roads. Lists of these roads are contained in the tables that follow. The degree of
safety afforded traffic on the major roads was measured by the number of crashes (commonly know
as accidents) that occur on a given road segment. Crash data was supplied by MoDOT for all the
roads including those maintained by the County and cities.
In 2003 MoDOT organized a group of public and private partners to study safety issues and develop
methods for improving safety in the state. A document entitled “Missouri’s Blueprint for Safer
Roadways” was published in November 2004. More than 150 partners provided input for the report
and some of the data was used in this study. Appendix A contains the Executive Summary of that
report. The report contains a wealth of information regarding travel in Missouri and road and driver
conditions. It is considered an important adjunct to this report and is discussed later.
B-1. Number of Crashes, Severity Ratings, and Crash Rates
This section discusses measures of safety afforded traffic on the County’s road system. They
include the number of crashes on a road segment, the severity of the crashes, and the crash rates.
MoDOT roads are discussed first followed by the County and cities roads. In some cases parts of
roads carrying MoDOT route markings are maintained by the County or a city.
Three measures are used to assess the degree of safety afforded traffic on specific road segments.
The first is the number of crashes that occur on the segment, the second is the severity rating of the
crashes, and the third is the crash rate. Traffic engineers use the number of crashes during the most
recent three years to calculate these safety measures. For this study, crash data for the years 2002,
2003, and 2004 were used. Data for 2005 is still being processed. The severity rating measure was
developed using MoDOT’s methodology which assigns a value of nine for each fatal crash and six
for each disabling injury crash. These values are then added to give the route a severity rating. The
crash rate is the measure used by traffic engineers as it provides a relationship between the number
of crashes on a road segment, the length of the segment, and the volume of traffic on the road.
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B-1.1 MoDOT Roads
Number of Crashes
The number of crashes that were reported on MoDOT’s roads for 2002, 2003, and 2004, are shown
in Table 15. A total of 44 road segments was listed. The roads are arranged by functional
classification showing their number of fatality, disabling injury, minor injury and property damage
crashes for each year. The number of fatality crashes was the lowest type. Most involved only one |
fatality and constitute less than 1 percent of each year’s total. Disabling Injury crashes were also
low, around 3 percent. Personal Injury and Property Damage crashes were the highest with more
than 96 percent of all crashes.
Table 16 shows the road segments ranked by number of crashes per mile. Although it does not
include volumes or severity data, it does show where most of the crashes have occurred. Almost all
segments of I-70 are in the top part of the list. They carry the highest traffic volumes in St. Charles
County ranging from 190,000 to 175,000 vehicles per day. The segment from St. Louis County to
Rt. 94 is first. It includes the highly traveled Rt. 94 and Fifth St interchanges. Second was Rt. K
from I-70 to Rt. N. It has high volumes and numerous intersections that create conflict points that
are potential locations for crashes. The third highest segment was I-70 from Rt. 370 to Mid Rivers
Mall Dr. This short section contains two major interchanges that carry substantial traffic volumes
which are negotiating weaving movements that create the potential for crashes. In addition, long
backups are experienced in the afternoon for the westbound off ramp to Mid Rivers Mall Dr.
creating the potential for collisions.
The mean number of crashes per mile of the 44 segments is 131. There are 17 segments at or above
this number and some of them, especially I-70 and Rt. K, have quite high numbers. There are 27
segments below the mean and many of them (11) have very low numbers, between 30 down to 2.
Severity Rating
Table 17 lists the road segments ranked by their severity ratings. Although it does not take into
account the road’s traffic volume, its length, and the total number of crashes, it does provide an
insight of roads with a high number of severe crashes, those with fatality or disabling injury crashes.
At the top was Rt. 94 from Rt. 370 through the city of St. Charles to I-70. The second highest
was I-70 from St. Louis County to Rt. 94. Four other segments of Rt. 94 also were high. The mean
number of severity rating crashes of the 44 segments is 76. This places 22 segments above and 22
below it. This means the severity ratings are fairly uniform for the 44 roads. I-70 which carries the
highest traffic volumes in the County only had 3 of it 12 segments above the mean.
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Table 15
Missouri Department of Transportation
Highway Crash Data by Type
2002, 2003, and 2004
Segment Crashes by Type
Fatalities Disabling Injury
Road From To Miles 2002 2003 2004 2002 2003 2004 2002 2003 2004 Totals
I-64 St. L. Co. Rt. K 3.2 0 0 0 2 2 1 200 163 71 439
I-70 St. L. Co. Rt. 94 1.8 0 0 0 12 9 9 254 283 231 798
I-70 Rt. 94 Zumbehl 1.4 0 0 0 5 4 0 119 127 125 380
I-70 Zumbehl Cave Spgs 1.8 0 1 0 6 9 3 137 169 161 486
I-70 Cave Spgs Rt. 370 1.8 1 0 1 2 5 2 103 104 123 341
I-70 Rt. 370 Mid R M 1.2 1 0 0 4 2 6 171 124 141 449
I-70 Mid R M Rt. 79 1.7 0 0 1 2 2 3 184 150 176 518
I-70 Rt. 79 Rt. K/M 2.6 0 0 1 2 9 3 201 195 212 623
I-70 Rt. K/M Bryan Rd. 1.8 0 1 0 2 6 1 137 121 131 399
I-70 Bryan Rd. Lake StL 2.0 0 1 1 6 5 2 95 106 100 316
I-70 Lake StL U.S. 40/61 3.6 1 0 0 2 3 2 83 132 106 329
I-70 U.S. 40/61 Pearce Blvd. 2.1 0 1 0 5 5 3 182 165 145 506
I-70 Pearce Blvd. Warren Co. 4.9 0 0 0 5 1 2 130 90 147 375
Rt. 364 St. L. Co. Rt. 94 E. 1.6 0 0 0 0 0 1 0 2 23 26
Rt. 364 Rt. 94 E. Rt. 94 W. 1.6 0 0 1 0 0 1 55 53 76 186
Rt. 370 St. L. Co. Rt. 94 0.6 0 0 0 2 0 0 21 17 22 62
Rt. 370 Rt. 94 Elm St. 2.8 0 0 1 1 4 1 38 58 45 148
Rt. 370 Elm St. I-70 5.1 0 0 0 2 3 2 69 82 80 238
U.S. 40/61 Rt. K Rt. N 5.2 0 0 1 1 5 7 128 175 134 451
U.S. 40/61 Rt. N I-70 4.8 1 1 0 5 6 9 108 142 173 445
U.S. 61 I-70 Lincoln Co. 7.3 5 0 0 7 4 5 98 71 97 287
U.S. 67 St. L. Co. Alton, IL 4.1 0 1 2 6 5 5 56 38 46 159
Rt. 79 I-70 Rt. M 4.0 0 0 0 1 3 2 46 58 58 168
Rt. 79 Rt. M Lincoln Co. 6.4 2 0 0 3 2 6 33 51 38 135
Rt. 94 U.S. 67 Rt. 370 22.3 0 2 2 5 10 5 84 66 73 247
Rt. 94 Rt. 370 I-70 3.6 1 0 0 11 8 12 344 329 367 1072
Rt. 94 I-70 Rt. 364 E. 3.1 0 0 0 10 6 10 310 281 302 919
Rt. 94 Rt. 364 W. Mid R. M. Dr. 3.6 1 0 1 2 5 4 237 226 295 771
Rt. 94 Mid R. M. Dr. I-64 3.8 1 0 0 3 12 1 197 217 177 608
Rt. 94 I-64 Rt. D 1.2 0 0 0 1 0 1 54 33 27 116
Rt. 94 Rt. D Rt. DD 6.0 1 2 0 5 3 5 29 28 25 98
Rt. 94 Rt. DD Warren Co. 14.3 1 0 1 6 2 10 32 39 54 145
Rt. A I-70 U.S. 61 3.3 0 1 0 0 1 1 58 63 46 170
Rt. B Rt. 94 Huster 4.1 0 0 0 3 0 1 5 3 2 14
Rt. B Huster Rt. C 5.1 0 0 0 1 0 1 3 3 1 9
Rt. D Rt. 94 Rt. DD 5.9 0 1 0 1 2 4 25 30 26 89
Rt. K I-70 Rt. N 3.2 0 0 0 4 7 4 472 425 381 1293
Rt. K Rt. N I-64 3.2 0 0 0 2 4 2 124 139 142 413
Rt. N Mid R. M. Dr. Rt. K 4.0 0 0 1 4 3 5 157 178 153 501
Rt. N Rt. K U.S. 40/61 3.9 0 0 0 6 4 4 162 172 165 513
Rt. N U.S. 40/61 Rt. Z 5.4 1 0 0 0 2 3 40 60 47 153
Rt. P Rt. M U.S. 61 10.2 1 1 0 3 1 2 51 47 55 161
Rt. Z I-70 Rt. N 2.5 0 0 1 2 4 2 41 41 34 125
Rt. DD U.S. 40/61 Rt. D 6.0 0 0 2 2 3 8 45 25 66 151
Totals = 188.0 18 13 17 154 171 161 5118 5081 5099 15832
63
Personal Injury/
Property Damage

Table 16
Missouri Department of Transportation
Highway Crash Data
2002, 2003, and 2004
Ranked by Crashes per Mile
Segment Crashes
Road From To Miles 2002 2003 2004 3 Yr Total 2004 ADTs
3 Year
Crashes
per Mile
I-70 St. L. Co. Rt. 94 1.8 266 292 240 798 165100 441
Rt. K I-70 Rt. N 3.2 476 432 385 1293 51000 409
I-70 Rt. 370 Mid R M 1.2 176 126 147 449 134300 365
Rt. 94 Rt. 370 I-70 3.6 356 337 379 1072 16000 302
I-70 Mid R M Rt. 79 1.7 186 152 180 518 138500 301
Rt. 94 I-70 Rt. 364 E. 3.1 320 287 312 919 56900 299
Rt. 94 I-70 Rt. 364 E. 3.1 320 287 312 919 56900 299
I-70 Rt. 94 Zumbehl 1.4 124 131 125 380 155000 275
I-70 Zumbehl Cave Spgs 1.8 143 179 164 486 141700 272
I-70 U.S. 40/61 Pearce Blvd. 2.1 187 171 148 506 72200 239
I-70 Rt. 79 Rt. K/M 2.6 203 204 216 623 115600 237
I-70 Rt. K/M Bryan Rd. 1.8 139 128 132 399 89800 224
Rt. 94 Rt. 364 W. Mid R. M. Dr. 3.6 240 231 300 771 42700 215
I-70 Cave Spgs Rt. 370 1.8 106 109 126 341 124400 192
Rt. 94 Mid R. M. Dr. I-64 3.8 201 229 178 608 40000 162
I-70 Bryan Rd. Lake St. L 2.0 101 112 103 316 75900 156
I-64 St. L. Co. Rt. K 3.2 202 165 72 439 77500 136
Rt. N Rt. K U.S. 40/61 3.9 168 176 169 513 21400 131
Rt. K Rt. N I-64 3.2 126 143 144 413 17600 128
Rt. N Mid R. M. Dr. Rt. K 4.0 161 181 159 501 22600 124
Rt. 364 Rt. 94 E. Rt. 94 W. 1.6 55 53 78 186 50000 115
Rt. 370 St. L. Co. Rt. 94 0.6 23 17 22 62 56800 103
Rt. 94 I-64 Rt. D 1.2 55 33 28 116 10700 97
U.S. 40/61 Rt. N I-70 4.8 114 149 182 445 35700 93
I-70 Lake St. L U.S. 40/61 3.6 86 135 108 329 66400 91
U.S. 40/61 Rt. K Rt. N 5.2 129 180 142 451 46100 88
I-70 Pearce Blvd. Warren Co. 4.9 135 91 149 375 56400 77
Rt. 370 Rt. 94 Elm St. 2.8 39 62 47 148 59300 53
Rt. A I-70 U.S. 61 3.3 58 65 47 170 12000 52
Rt. Z I-70 Rt. N 2.5 43 45 37 125 7000 50
Rt. 370 Elm St. I-70 5.1 71 85 82 238 51900 46
Rt. 79 I-70 Rt. M 4.0 47 61 60 168 19000 42
U.S. 61 I-70 Lincoln Co. 7.3 110 75 102 287 33000 39
U.S. 67 St. L. Co. Alton, IL 4.1 62 44 53 159 25800 38
Rt. N U.S. 40/61 Rt. Z 5.4 41 62 50 153 11500 28
Rt. DD U.S. 40/61 Rt. D 6.0 47 28 76 151 3000 25
Rt. 79 Rt. M Lincoln Co. 6.4 38 53 44 135 13300 21
Rt. 94 Rt. D Rt. DD 6.0 35 33 30 98 3000 16
Rt. 364 St. L. Co. Rt. 94 E. 1.6 0 2 24 26 50000 16
Rt. P Rt. M U.S. 61 10.2 55 49 57 161 7500 16
Rt. D Rt. 94 Rt. DD 5.9 26 33 30 89 7400 15
Rt. 94 U.S. 67 Rt. 370 22.3 89 78 80 247 2700 11
Rt. 94 Rt. DD Warren Co. 14.3 39 41 65 145 2900 10
Rt. B Rt. 94 Huster 4.1 8 3 3 14 1500 3
Rt. B Huster Rt. C 5.1 4 3 2 9 800 2
Totals and Averages = 189.3 5344 5260 5349 15953 128
64

Table 17
Missouri Department of Transportation
Highway Crash Data
2002, 2003, and 2004
Ranked by Severity Rating
Segment Crashes
3 Yr 2004 Severity
Road From To Miles 2002 2003 2004 Total ADTs Ratg
Rt. 94 Rt. 370 I-70 3.6 356 337 379 1072 16000 195
I-70 St. L. Co. Rt. 94 1.8 266 292 240 798 165100 180
Rt. 94 I-70 Rt. 364 E. 3.1 320 287 312 919 56900 156
Rt. 94 U.S. 67 Rt. 370 22.3 89 78 80 247 2700 156
U.S. 61 I-70 Lincoln Co. 7.3 110 75 102 287 33000 141
U.S. 40/61 Rt. N I-70 4.8 114 149 182 445 35700 138
Rt. 94 Rt. DD Warren Co. 14.3 39 41 65 145 2900 126
U.S. 67 St. L. Co. Alton, IL 4.1 62 44 53 159 25800 123
I-70 Zumbehl Cave Spgs 1.8 143 179 164 486 141700 117
Rt. 94 Mid R. M. Dr. I-64 3.8 201 229 178 608 40000 105
Rt. 94 Rt. D Rt. DD 6.0 35 33 30 98 3000 105
I-70 Bryan Rd. Lake St. L 2.0 101 112 103 316 75900 96
Rt. DD U.S. 40/61 Rt. D 6.0 47 28 76 151 3000 96
I-70 Rt. 79 Rt. K/M 2.6 203 204 216 623 115600 93
Rt. K I-70 Rt. N 3.2 476 432 385 1293 51000 90
I-70 U.S. 40/61 Pearce Blvd. 2.1 187 171 148 506 72200 87
U.S. 40/61 Rt. K Rt. N 5.2 129 180 142 451 46100 87
Rt. 94 Rt. 364 W. Mid R. M. Dr. 3.6 240 231 300 771 42700 84
Rt. N Rt. K U.S. 40/61 3.9 168 176 169 513 21400 84
Rt. 79 Rt. M Lincoln Co. 6.4 38 53 44 135 13300 84
I-70 Rt. 370 Mid R M 1.2 176 126 147 449 134300 81
Rt. N Mid R. M. Dr. Rt. K 4.0 161 181 159 501 22600 81
I-70 Cave Spgs Rt. 370 1.8 106 109 126 341 124400 72
I-70 Rt. K/M Bryan Rd. 1.8 139 128 132 399 89800 63
Rt. Z I-70 Rt. N 2.5 43 45 37 125 7000 57
Rt. P Rt. M U.S. 61 10.2 55 49 57 161 7500 54
I-70 Rt. 94 Zumbehl 1.4 124 131 125 380 155000 54
I-70 Mid R M Rt. 79 1.7 186 152 180 518 138500 51
I-70 Lake St. L U.S. 40/61 3.6 86 135 108 329 66400 51
Rt. D Rt. 94 Rt. DD 5.9 26 33 30 89 7400 51
I-70 Pearce Blvd. Warren Co. 4.9 135 91 149 375 56400 48
Rt. K Rt. N I-64 3.2 126 143 144 413 17600 48
Rt. 370 Rt. 94 Elm St. 2.8 39 62 47 148 59300 45
Rt. 370 Elm St. I-70 5.1 71 85 82 238 51900 42
Rt. N U.S. 40/61 Rt. Z 5.4 41 62 50 153 11500 39
Rt. 79 I-70 Rt. M 4.0 47 61 60 168 19000 36
I-64 St. L. Co. Rt. K 3.2 202 165 72 439 77500 30
Rt. B Rt. 94 Huster 4.1 8 3 3 14 1500 24
Rt. A I-70 U.S. 61 3.3 58 65 47 170 12000 21
Rt. 364 Rt. 94 E. Rt. 94 W. 1.6 55 53 78 186 50000 15
Rt. B Huster Rt. C 5.1 4 3 2 9 800 12
Rt. 94 I-64 Rt. D 1.2 55 33 28 116 10700 12
Rt. 370 St. L. Co. Rt. 94 0.6 23 17 22 62 56800 12
Rt. 364 St. L. Co. Rt. 94 E. 1.6 0 2 24 26 50000 6
Totals and Averages = 188.0 5290 5265 5277 15832 76
65

Crash Rates
The crash rate is the best measure of safety on a given road segment and is calculated as follows.
R = (A x 100 x 1,000,000)
(365 days x T x V x L)
where:
R = crash rate in crashes per 100 million vehicle-miles (100MVM).
A = number of crashes reported during the analysis period.
T = time of the analysis period in years.
V = annual average daily traffic on the road segment.
L = length of the road segment in miles.
Table 18 lists the roads by functional class with their crash rate. It relates the number of crashes to
the length of the road and traffic volume. Table 19 ranks them by their crash rates. The road with
the highest was Rt. 94 from Rt. 370 through the city of St. Charles to I-70. It travels through the
urban core of the city and has many signals, driveways, and curb parking that create conflict points.
Other road segments at the top of the list include a few that have short lengths with relatively low
traffic volumes. However, they have many crashes because of numerous intersections and entrances.
The road segments with the lowest crash rates, those that are the safest, are I-70 and I-64 and all the
other freeways and expressways. Although they carry high volumes and have the most crashes per
mile, they are the safest for the amount of vehicles they handle due to their high design standards.
Severity Crash Rates
In order to further assess the safety of travel on the road segments, a severity crash rate was
developed. The crash rate formula described above was used but instead of using total crashes, the
number of fatal and disabling injury crashes were used. This allowed for examining the severity of
crashes on a road while taking into account its length and traffic volume. Table 20 shows the listing
of the roads and their ranking.
It was determined that the roads with the highest severity crash rates were those on two lane roads
mainly in rural parts of St. Charles County. First was Rt. 94 from Rt. D to Rt. DD, a two-lane road
with severe horizontal and vertical curves, and second was Rt. DD from U.S. 40/61 to Rt. D, which
also has severe curvatures. Roads with low severity crash rates, those that were safest, were the high
design facilities such as the interstates, freeways, and expressways.
66

Table 18
Missouri Department of Transportation
Highway Crash Data
2002, 2003, and 2004
Crash Rates
Segment Crashes
3 Yr 2004 Crash
Road From To Miles 2002 2003 2004 Total ADTs Rate
I-64 St. L. Co. Rt. K 3.2 202 165 72 439 77500 161
I-70 St. L. Co. Rt. 94 1.8 266 292 240 798 165100 244
I-70 Rt. 94 Zumbehl 1.4 124 131 125 380 155000 162
I-70 Zumbehl Cave Spgs 1.8 143 179 164 486 141700 175
I-70 Cave Spgs Rt. 370 1.8 106 109 126 341 124400 141
I-70 Rt. 370 Mid R M 1.2 176 126 147 449 134300 248
I-70 Mid R M Rt. 79 1.7 186 152 180 518 138500 199
I-70 Rt. 79 Rt. K/M 2.6 203 204 216 623 115600 187
I-70 Rt. K/M Bryan Rd. 1.8 139 128 132 399 89800 228
I-70 Bryan Rd. Lake St. L 2.0 101 112 103 316 75900 187
I-70 Lake St. L U.S. 40/61 3.6 86 135 108 329 66400 126
I-70 U.S. 40/61 Pearce Blvd. 2.1 187 171 148 506 72200 302
I-70 Pearce Blvd. Warren Co. 4.9 135 91 149 375 56400 124
Rt. 364 St. L. Co. Rt. 94 E. 1.6 0 2 24 26 50000 29
Rt. 364 Rt. 94 E. Rt. 94 W. 1.6 55 53 78 186 50000 210
Rt. 370 St. L. Co. Rt. 94 0.6 23 17 22 62 56800 166
Rt. 370 Rt. 94 Elm St. 2.8 39 62 47 148 59300 82
Rt. 370 Elm St. I-70 5.1 71 85 82 238 51900 82
U.S. 40/61 Rt. N I-70 4.8 114 149 182 445 35700 237
U.S. 40/61 Rt. K Rt. N 5.2 129 180 142 451 46100 173
U.S. 61 I-70 Lincoln Co. 7.3 110 75 102 287 33000 109
U.S. 67 St. L. Co. Alton, IL 4.1 62 44 53 159 25800 136
Rt. 79 Rt. M Lincoln Co. 6.4 38 53 44 135 13300 145
Rt. 79 I-70 Rt. M 4.0 47 61 60 168 19000 201
Rt. 94 U.S. 67 Rt. 370 22.3 89 78 80 247 2700 375
Rt. 94 Rt. 370 I-70 3.6 356 337 379 1072 16000 1724
Rt. 94 I-70 Rt. 364 E. 3.1 320 287 312 919 56900 480
Rt. 94 Rt. 364 W. Mid R. M. Dr. 3.6 240 231 300 771 42700 461
Rt. 94 Mid R. M. Dr. I-64 3.8 201 229 178 608 40000 370
Rt. 94 I-64 Rt. D 1.2 55 33 28 116 10700 825
Rt. 94 Rt. D Rt. DD 6.0 35 33 30 98 3000 501
Rt. 94 Rt. DD Warren Co. 14.3 39 41 65 145 2900 320
Rt. A I-70 U.S. 61 3.3 58 65 47 170 12000 397
Rt. B Rt. 94 Huster 4.1 8 3 3 14 1500 206
Rt. B Huster Rt. C 5.1 4 3 2 9 800 202
Rt. D Rt. 94 Rt. DD 5.9 26 33 30 89 7400 188
Rt. K I-70 Rt. N 3.2 476 432 385 1293 51000 733
Rt. K Rt. N I-64 3.2 126 143 144 413 17600 666
Rt. N U.S. 40/61 Rt. Z 5.4 41 62 50 153 11500 225
Rt. N Mid R. M. Dr. Rt. K 4.0 161 181 159 501 22600 501
Rt. N Rt. K U.S. 40/61 3.9 168 176 169 513 21400 560
Rt. P Rt. M U.S. 61 10.2 55 49 57 161 7500 191
Rt. Z I-70 Rt. N 2.5 43 45 37 125 7000 647
Rt. DD U.S. 40/61 Rt. D 6.0 47 28 76 151 3000 770
Totals and Averages = 188.0 5290 5265 5277 15832 327
67

Table 19
Missouri Department of Transportation
Highway Crash Data
2002, 2003, and 2004
Ranked by Crash Rates
Segment Crashes
3 Yr 2004 Crash
Road From To Miles 2002 2003 2004 Total ADTs Rate
Rt. 94 I-64 Rt. D 1.2 55 33 28 116 10700 825
Rt. DD U.S. 40/61 Rt. D 6.0 47 28 76 151 3000 770
Rt. K I-70 Rt. N 3.2 476 432 385 1293 51000 733
Rt. K Rt. N I-64 3.2 126 143 144 413 17600 666
Rt. Z I-70 Rt. N 2.5 43 45 37 125 7000 647
Rt. N Rt. K U.S. 40/61 3.9 168 176 169 513 21400 560
Rt. N Mid R. M. Dr. Rt. K 4.0 161 181 159 501 22600 501
Rt. 94 Rt. D Rt. DD 6.0 35 33 30 98 3000 501
Rt. 94 I-70 Rt. 364 E. 3.1 320 287 312 919 56900 480
Rt. 94 Rt. 364 W. Mid R. M. Dr. 3.6 240 231 300 771 42700 461
Rt. A I-70 U.S. 61 3.3 58 65 47 170 12000 397
Rt. 94 U.S. 67 Rt. 370 22.3 89 78 80 247 2700 375
Rt. 94 Mid R. M. Dr. I-64 3.8 201 229 178 608 40000 370
Rt. 94 Rt. DD Warren Co. 14.3 39 41 65 145 2900 320
I-70 U.S. 40/61 Pearce Blvd. 2.1 187 171 148 506 72200 302
I-70 Rt. 370 Mid R M 1.2 176 126 147 449 134300 248
I-70 St. L. Co. Rt. 94 1.8 266 292 240 798 165100 244
U.S. 40/61 Rt. N I-70 4.8 114 149 182 445 35700 237
I-70 Rt. K/M Bryan Rd. 1.8 139 128 132 399 89800 228
Rt. N U.S. 40/61 Rt. Z 5.4 41 62 50 153 11500 225
Rt. 364 Rt. 94 E. Rt. 94 W. 1.6 55 53 78 186 50000 210
Rt. B Rt. 94 Huster 4.1 8 3 3 14 1500 206
Rt. B Huster Rt. C 5.1 4 3 2 9 800 202
Rt. 79 I-70 Rt. M 4.0 47 61 60 168 19000 201
I-70 Mid R M Rt. 79 1.7 186 152 180 518 138500 199
Rt. P Rt. M U.S. 61 10.2 55 49 57 161 7500 191
Rt. D Rt. 94 Rt. DD 5.9 26 33 30 89 7400 188
I-70 Bryan Rd. Lake St. L 2.0 101 112 103 316 75900 187
I-70 Rt. 79 Rt. K/M 2.6 203 204 216 623 115600 187
I-70 Zumbehl Cave Spgs 1.8 143 179 164 486 141700 175
U.S. 40/61 Rt. K Rt. N 5.2 129 180 142 451 46100 173
Rt. 370 St. L. Co. Rt. 94 0.6 23 17 22 62 56800 166
I-70 Rt. 94 Zumbehl 1.4 124 131 125 380 155000 162
I-64 St. L. Co. Rt. K 3.2 202 165 72 439 77500 161
Rt. 79 Rt. M Lincoln Co. 6.4 38 53 44 135 13300 145
I-70 Cave Spgs Rt. 370 1.8 106 109 126 341 124400 141
U.S. 67 St. L. Co. Alton, IL 4.1
62 44 53 159 25800 136
I-70 Lake St. L U.S. 40/61 3.6 86 135 108 329 66400 126
I-70 Pearce Blvd. Warren Co. 4.9 135 91 149 375 56400 124
U.S. 61 I-70 Lincoln Co. 7.3 110 75 102 287 33000 109
Rt. 370 Rt. 94 Elm St. 2.8 39 62 47 148 59300 82
Rt. 370 Elm St. I-70 5.1 71 85 82 238 51900 82
Rt. 364 St. L. Co. Rt. 94 E. 1.6 0 2 24 26 50000 29
Totals and Averages = 184.4 6936 6931 6902 14763 288
68

Table 20
Missouri Department of Transportation
Highway Crash Data
2002, 2003, and 2004
Ranked by Severity Crash Rates
Segment Fatality and Disabling Injury Crashes
Severe
3 Yr 2004 Crash
Road From To Miles 2002 2003 2004 Total ADTs Rate
Rt. DD U.S. 40/61 Rt. D 6.0 2 3 10 15 3000 76
Rt. B Rt. 94 Huster 4.1 3 0 1 4 1500 59
Rt. 94 Rt. 370 I-70 3.6 12 8 12 32 16000 51
Rt. Z I-70 Rt. N 2.5 2 4 3 9 7000 47
Rt. B Huster Rt. C 5.1 1 0 1 2 800 45
Rt. 94 Rt. DD Warren Co. 14.3 7 2 11 20 2900 44
Rt. 94 U.S. 67 Rt. 370 22.3 5 12 7 24 2700 36
Rt. D Rt. 94 Rt. DD 5.9 1 3 4 8 7400 17
U.S. 67 St. L. Co. Alton, IL
4.1
6 6 7 19
25800
16
Rt. N Rt. K U.S. 40/61 3.9 6 4 4 14 21400 15
Rt. 94 I-64 Rt. D 1.2 1 0 1 2 10700 14
Rt. 79 Rt. M Lincoln Co. 6.4 5 2 6 13 13300 14
Rt. 94 I-70 Rt. 364 E. 3.1 10 6 10 26 56900 14
Rt. N Mid R. M. Dr. Rt. K 4.0 4 3 6 13 22600 13
Rt. K Rt. N I-64 3.2 2 4 2 8 17600 13
U.S. 40/61 Rt. N I-70 4.8 6 7 9 22 35700 12
Rt. 94 Mid R. M. Dr. I-64 3.8 4 12 1 17 40000 10
Rt. P Rt. M U.S. 61 10.2 4 2 2 8 7500 10
I-70 St. L. Co. Rt. 94 1.8 12 9 9 30 165100 9
I-70 Bryan Rd. Lake St. L 2.0 6 6 3 15 75900 9
Rt. N U.S. 40/61 Rt. Z 5.4 1 2 3 6 11500 9
Rt. K I-70 Rt. N 3.2 4 7 4 15 51000 9
I-70 U.S. 40/61 Pearce Blvd. 2.1 5 6 3 14 72200 8
U.S. 61 I-70 Lincoln Co. 7.3 12 4 5 21 33000 8
Rt. 94 Rt. 364 W. Mid R. M. Dr. 3.6 3 5 5 13 42700 8
I-70 Rt. 370 Mid R M 1.2 5 2 6 13 134300 7
Rt. 79 I-70 Rt. M 4.0 1 3 2 6 19000 7
Rt. A I-70 U.S. 61 3.3 0 2 1 3 12000 7
I-70 Zumbehl Cave Spgs 1.8 6 10 3 19 141700 7
I-70 Rt. K/M Bryan Rd. 1.8 2 7 1 10 89800 6
U.S. 40/61 Rt. K Rt. N 5.2 1 5 8 14 46100 5
Rt. 370 St. L. Co. Rt. 94 0.6 2 0 0 2 56800 5
I-70 Cave Spgs Rt. 370 1.8 3 5 3 11 124400 5
I-70 Rt. 79 Rt. K/M 2.6 2 9 4 15 115600 5
Rt. 370 Rt. 94 Elm St. 2.8 1 4 2 7 59300 4
I-70 Rt. 94 Zumbehl 1.4 5 4 0 9 155000 4
I-70 Mid R M Rt. 79 1.7 2 2 4 8 138500 3
I-70 Lake St. L U.S. 40/61 3.6 3 3 2 8 66400 3
I-70 Pearce Blvd. Warren Co. 4.9 5 1 2 8 56400 3
Rt. 370 Elm St. I-70 5.1 2 3 2 7 51900 2
Rt. 364 Rt. 94 E. Rt. 94 W. 1.6 0 0 2 2 50000 2
I-64 St. L. Co. Rt. K 3.2 2 2 1 5 77500 2
Rt. 364 St. L. Co. Rt. 94 E. 1.6 0 0 1 1 50000 1
Totals and Averages = 182.0 2168 2182 2177 521 16
69

B-1.2. Comparison of MoDOT Roads to Region and State
To completely assess the safety of travel on MoDOT roads in St. Charles County, their crash rates
were compared to the values for the St. Louis region and state of Missouri. Table 21 shows these
values for Interstate routes, U.S. routes, numbered routes, and lettered routes.
Table 21
2004 3-Year Average Crash Rate Comparison
County - Region - State
Road Type St. Charles County St. Louis Region State of Missouri
Interstates 191.05 137.32 111.36
U.S. Routes 163.77 252.62 166.04
Numbered Routes 398.00 360.66 273.22
Lettered Routes 440.49 415.33 272.28
I-70 had a three-year average that was higher than the entire St. Louis region and the state average.
Many items related to travel on I-70 could explain why these numbers are so high. There are many
interchanges with high volumes of entering and exiting traffic which may be higher than in other
parts of the region and the state. Truck traffic is also higher than on other Interstates in the region.
On U.S. routes the three-year crash rate was lower than the region and the state. They include a
number of roads that carry substantial volumes of traffic yet have low numbers of crashes. This
probably will decline further once U.S. 40/61 is converted to I-64 and only U.S. Rt. 61 and U.S. Rt
67 travel through the County. Both these roads presently have low numbers and severity of crashes.
Numbered routes had a slightly higher crash rate than the region and state. These roads are heavily
traveled and serve a large amount of land use that creates considerable conflicts. Some of these road
segments, especially Rt. 94, in the rural part of the County, travel through very rough terrain. Many
date back 50 to 75 years and have poor alignment, bad sight distances, and no shoulders.
Lettered routes were also above the average for the region and the state, however, some of these
routes were not included on the list and would have less traffic and lower crash rates. Including
them would make the overall rate for the County lower than what is indicated.
B-1.3. St. Charles County and City Roads
The same methodology used for analyzing MoDOT roads was used to evaluate the safety on County
and city roads. Twenty-four road segments were selected after consulting with County officials.
They were the most highly traveled 1 (those carrying over 2,000 vehicles per day) and served the
most developed land use areas. The measures of number of crashes, crashes per mile, severity
ratings, and crash rates were derived from the crash data.
1
There are many other County roads but they do not carry high traffic volumes and have few crashes. Analysis of safety on
these roads was considered beyond the scope of this study.
70

Number of Crashes
The number and severity of crashes that occurred on each road segment for the three years are
shown on Table 22. Their number of fatality, disabling injury, minor injury and property damage
crashes are shown for each year for each of the 24 road segments. There were a total of 1,901 |
crashes reported for the three years. Of these, only three (3) were fatalities and they made up less
than two tenths of one percent (0.2) of the total. Disabling injury crashes totaled 43 and made up
two (2) percent of the total. Personal injury and property damage crashes totaled 1,855 making up
97.5 percent of the total. It is obvious that the severity of crashes on the County’s roads is quite low
and travel on these roads appears quite safe. These roads are mostly in urban and suburban areas
where speed limits are low (35 to 50 mph). This lessens the chance for higher severity type crashes.
Table 22 shows that two Mexico Rd. segments, Mid Rivers Mall Dr. to Rt. K and Cave Springs Rd.
to Mid Rivers Mall Dr., had the highest number of crashes, 120 and 99 respectively, followed by
Zumbehl Rd. (98), from I-70 to Rt. 94, and Muegge Rd. (52) from Mexico Rd. to McClay Rd. A
third segment of Mexico Rd. From Rt. K to Bryan Rd. was next followed by Bryan Rd., Jungermann
Rd., and Elm St. Mid Rivers Mall Dr. from I-70 to Rt. 94 was also high on the list.
Crashes per Mile
A ranking of the road segments by the number of crashes per mile is shown in Table 23. The first
three road segments are the same as the first three shown on Table 22. They are two segments
Mexico Rd., and Zumbehl Rd. Harvester Rd. comes next followed by the third segment of Mexico
Rd., Salt Lick Rd., and Muegge Rd. The average number of crashes per mile for the 24 road
segments for the three year period 31.4.
Severity Rating
Table 24 ranks the road segments by crash severity. The number of fatal and disabling injury
crashes were low. Again, all three segments of Mexico Rd. were at the top of the list, followed by
Elm St. In the city of St. Charles, Bryan Rd., and Jungermann Rd. The mean severity rating was
quite low indicating the County and city roads did not have a high number of fatal or severe injury
crashes.
Crash Rates
Table 25 indicates the ranking of road segments based on their crash rate. Mexico Rd. from Mid
Rivers Mall Dr. to Rt. K had the highest followed by Zumbehl Rd. from I-70 to Rt. 94. The other
two segments of Mexico Rd. Were third and fourth. The roads with low numbers of crashes and
traffic volumes also had low crash rates.
71

Road
Table 22
St. Charles County Major Roads
Highway Crash Data
2002, 2003, and 2004
Segment Crashes by Type
From To Miles
Fatalities/Disabling Injury
Property Damage
2002 2003 2004 2002 2003 2004 2002 2003 2004
72
Personal Injury/
Mexico Rd. Mid Rivers Mall Dr. Rt. K 4.1 0 0 0 3 4 1 202 143 140 493
Mexico Rd. Cave Springs Rd. Mid Rivers Mall Dr. 3.6 0 0 0 2 4 1 136 104 111 358
Zumbehl Rd. I-70 Rt. 94 1.2 0 0 0 0 1 0 34 33 49 117
Muegge Rd. Mexico Rd. McClay Rd. 2.7 0 0 0 0 1 1 50 20 23 95
Mexico Rd. Rt. K Bryan Rd. 2.1 0 0 1 1 0 1 32 29 29 93
Bryan Rd. I-70 Rt. N 2.7 0 1 0 1 1 1 17 25 37 83
Jungermann Rd. Mexico Rd. Rt. 94 3.6 0 0 0 0 2 2 22 31 23 80
Elm St. Rt. 370 Kingshighway 3.7 0 0 0 3 1 1 25 16 30 76
Mid Rivers Mall Dr. I-70 Rt. 94 4.5 0 0 0 0 3 0 20 22 14 59
Friedens Rd Rt. 94 Arena Pkwy 1.7 0 0 0 0 0 1 16 19 22 58
Lake Saint Louis Blvd. I-70 U.S. 40/61 4.3 0 0 0 0 0 0 18 18 18 54
Salt Lick Rd. I-70 Mexico Rd. 1.2 0 0 0 0 1 0 16 13 23 53
Caulks Hill Rd. Harvester Rd. Greens Bottom Rd. 2.5 0 0 1 0 0 0 10 19 17 47
Knaust Rd. Mexico Rd. Birdie Hills Rd. 2.5 0 0 0 1 0 0 20 15 5 41
Wentzville Pkwy U.S. 61 I-70 2.2 0 0 0 0 0 0 8 5 24 37
Belleau Ck. Rd. I-70 Mexico Rd. 1.1 0 0 0 1 0 0 13 10 12 36
Harvester Rd. Rt. 94 Caulks Hill Rd. 0.6 0 0 0 0 0 0 7 4 20 31
Birdie Hills Rd. Mexico Rd. Weiss Rd. 1.7 0 0 0 0 1 1 13 6 9 30
Harry Truman Blvd. Rt. 370 I-70 2.2 0 0 0 0 0 0 6 9 10 25
Upper Bottom Rd. Rt. 364 Jungs Sta. Rd. 2.0 0 0 0 0 0 0 6 3 5 14
Winghaven Blvd. Rt. N U.S. 40/61 1.5 0 0 0 0 0 0 0 9 1 10
Weiss Rd. Birdie Hills Rd. Rt. N 0.9 0 0 0 0 0 0 0 1 4 5
Arena Pkwy Friedens Rd. Rt. 364 1.9 0 0 0 0 1 0 0 0 3 4
South River Rd. Fifth St. Friedens Rd. 1.1 0 0 0 0 1 0 0 1 0 2
Totals and Averages = 55.6 0 1 2 12 21 10 671 555 629 1901
* NOTE: Some of the ADTs have been adjusted due to limited count data.
Totals

Road
Table 23
St. Charles County Major Roads
Highway Crash Data
2002, 2003, and 2004
Ranked by Crashes per Mile
Segment Crashes
From To Miles 2002 2003 2004
73
3 Yr
Total
2004
ADTs *
3 Year
Crashes
per Mile
Mexico Rd. Mid Rivers Mall Dr. Rt. K 4.1 205 147 141 493 23000 120
Mexico Rd. Cave Springs Rd. Mid Rivers Mall Dr. 3.6 138 108 112 358 32000 99
Zumbehl I-70 Rt. 94 1.2 34 34 49 117 25000 98
Harvester Rt. 94 Caulks Hill 0.6 7 4 20 31 23000 52
Mexico Rd. Rt. K Bryan Rd. 2.1 33 29 31 93 14000 44
Salt Lick I-70 Mexico Rd. 1.2 16 14 23 53 19500 44
Muegge Mexico Rd. McClay Rd. 2.7 50 21 24 95 13000 35
Friedens Rt. 94 Arena Pkwy 1.7 16 19 23 58 11000 34
Belleau I-70 Mexico Rd. 1.1 14 10 12 36 12000 33
Bryan Rd. I-70 Rt. N 2.7 18 27 38 83 25000 31
Jungerman Mexico Rd. Rt. 94 3.6 22 33 25 80 22000 22
Elm St. Rt. 370 Kingshighway 3.7 28 17 31 76 10000 21
Caulks Hill Harvester Rd. Greens Bottom Rd. 2.5 10 19 18 47 17000 19
Birdie Hills Mexico Rd. Weiss Rd. 1.7 13 7 10 30 10000 18
Wentzville U.S. 61 I-70 2.2 8 5 24 37 6000 17
Knaust Rd. Mexico Rd. Birdie Hills Rd. 2.5 21 15 5 41 8000 16
Mid Rivers I-70 Rt. 94 4.5 20 25 14 59 30000 13
Lake Saint I-70 U.S. 40/61 4.3 18 18 18 54 5000 13
Harry Rt. 370 I-70 2.2 6 9 10 25 8000 11
Upper Rt. 364 Jungs Sta. Rd. 2.0 6 3 5 14 12000 7
Winghaven Rt. N U.S. 40/61 1.5 0 9 1 10 15000 7
Weiss Rd. Birdie Hills Rd. Rt. N 0.9 0 1 4 5 8000 6
Arena Friedens Rd. Rt. 364 1.9 0 1 3 4 12000 2
South Fifth St. Friedens Rd. 1.1 0 2 0 2 12000 2
Totals and Averages = 55.6 683 577 641 1901 Avg. = 32
* NOTE: Some of the ADTs have been adjusted due to limited count data.

Table 24
St. Charles County Major Roads
Highway Crash Data
2002, 2003, and 2004
Ranked by Severity Rating
Segment Crashes
Road
From To Miles 2002 2003 2004 Total ADTs * Rating
Mexico Rd. Mid Rivers Mall Dr. Rt. K 4.1 205 147 141 493 23000 48
74
3 Yr
2004
Severity
Mexico Rd. Cave Springs Rd. Mid Rivers Mall Dr. 3.6 138 108 112 358 32000 42
Mexico Rd. Rt. K Bryan Rd. 2.1 33 29 31 93 14000 33
Elm St. Rt. 370 Kingshighway 3.7 28 17 31 76 10000 30
Bryan Rd. I-70 Rt. N 2.7 18 27 38 83 25000 27
Jungermann Rd. Mexico Rd. Rt. 94 3.6 22 33 25 80 22000 24
Mid Rivers Mall Dr. I-70 Rt. 94 4.5 20 25 14 59 30000 18
Muegge Rd. Mexico Rd. McClay Rd. 2.7 50 21 24 95 13000 12
Birdie Hills Mexico Rd. Weiss Rd. 1.7 13 7 10 30 10000 12
Caulks Hill Rd. Harvester Rd. Greens Bottom Rd. 2.5 10 19 18 47 17000 9
Belleau Ck. Rd. I-70 Mexico Rd. 1.1 14 10 12 36 12000 6
South River Rd. Fifth St. Friedens Rd. 1.1 0 2 0 2 12000 6
Friedens Rd. Rt. 94 Arena Pkwy 1.7 16 19 23 58 11000 6
Knaust Rd. Mexico Rd. Birdie Hills Rd. 2.5 21 15 5 41 8000 6
Salt Lick Rd. I-70 Mexico Rd. 1.2 16 14 23 53 19500 6
Arena Pkwy Friedens Rd. Rt. 364 1.9 0 1 3 4 12000 6
Zumbehl Rd. I-70 Rt. 94 1.2 34 34 49 117 25000 6
Weiss Rd. Birdie Hills Rd. Rt. N 0.9 0 1 4 5 8000 0
Upper Bottom Rd. Rt. 364 Jungs Sta. Rd. 2.0 6 3 5 14 12000 0
Harry Truman Blvd. Rt. 370 I-70 2.2 6 9 10 25 8000 0
Harvester Rd. Rt. 94 Caulks Hill 0.6 7 4 20 31 23000 0
Winghaven Blvd. Rt. N U.S. 40/61 1.5 0 9 1 10 15000 0
Lake Saint Louis Blvd. I-70 U.S. 40/61 4.3 18 18 18 54 5000 0
Wentzville Pkwy U.S. 61 I-70 2.2 8 5 24 37 6000 0
Totals and Averages = 55.6 683 577 641 1901 Avg. = 12
* NOTE: Some of the ADTs have been adjusted due to limited count data.

Road
Table 25
St. Charles County Major Roads
Highway Crash Data
2002, 2003, and 2004
Ranked by Crash Rates
Segment Crashes
From To Miles 2002 2003 2004
75
3 Yr
Total
2004
ADTs *
Crash
Mexico Rd. Mid Rivers Mall Dr. Rt. K 4.1 205 147 141 493 23000 477
Zumbehl Rd. I-70 Rt. 94 1.2 34 34 49 117 25000 356
Mexico Rd. Rt. K Bryan Rd. 2.1 33 29 31 93 14000 289
Mexico Rd. Cave Springs Rd. Mid Rivers Mall Dr. 3.6 138 108 112 358 32000 284
Friedens Rd. Rt. 94 Arena Pkwy 1.7 16 19 23 58 11000 283
Wentzville Pkwy U.S. 61 I-70 2.2 8 5 24 37 6000 256
Belleau Ck. Rd. I-70 Mexico Rd. 1.1 14 10 12 36 12000 249
Muegge Rd. Mexico Rd. McClay Rd. 2.7 50 21 24 95 13000 247
Lake Saint Louis Blvd. I-70 U.S. 40/61 4.3 18 18 18 54 5000 229
Salt Lick Rd. I-70 Mexico Rd. 1.2 16 14 23 53 19500 207
Harvester Rd. Rt. 94 Caulks Hill 0.6 7 4 20 31 23000 205
Elm St. Rt. 370 Kingshighway 3.7 28 17 31 76 10000 188
Knaust Rd. Mexico Rd. Birdie Hills Rd. 2.5 21 15 5 41 8000 187
Birdie Hills Mexico Rd. Weiss Rd. 1.7 13 7 10 30 10000 161
Harry Truman Blvd. Rt. 370 I-70 2.2 6 9 10 25 8000 130
Bryan Rd. I-70 Rt. N 2.7 18 27 38 83 25000 112
Caulks Hill Rd. Harvester Rd. Greens Bottom Rd. 2.5 10 19 18 47 17000 101
Jungermann Rd. Mexico Rd. Rt. 94 3.6 22 33 25 80 22000 92
Weiss Rd. Birdie Hills Rd. Rt. N 0.9 0 1 4 5 8000 63
Upper Bottom Rd. Rt. 364 Jungs Sta. Rd. 2.0 6 3 5 14 12000 53
Winghaven Blvd. Rt. N U.S. 40/61 1.5 0 9 1 10 15000 41
Mid Rivers Mall Dr. I-70 Rt. 94 4.5 20 25 14 59 30000 40
Arena Pkwy Friedens Rd. Rt. 364 1.9 0 1 3 4 12000 16
South River Rd. Fifth St. Friedens Rd. 1.1 0 2 0 2 12000 14
Rate
Totals and Averages = 55.6 683 577 641 1901 Avg. = 178
* NOTE: Some of the ADTs have been adjusted due to limited count data.

B-1.4 MoDOT and County Crash Rate Comparison
For a better review of safety on the major roads in St. Charles County, the three crash indicators
discussed above for MoDOT roads and County roads were compared. For crashes per mile,
MoDOT averaged 131 crashes per mile for their 44 road segments while the County averaged 32
for their 24 road segments. For the severity rating, MoDOT had an average value of 76 while the
County had 12. For the crash rate, MoDOT had an average of 327 while the County had 178.
It can be seen that in all three categories the ratings on MoDOT roads are much higher. This tends
to indicate that travel on MoDOT roads is not as safe as travel on County roads. However, the best
measure or safety on a road segment is the crash rate as it uses the number of crashes along with the
traffic volumes and the length of the segment. In order to best assess how MoDOT roads and major
County roads compared, a composite crash table using crash rates was developed and is shown on
Table 26. It ranked 58 road segments leaving out roads that had a crash rate under 100. It shows
the distribution of the major roads regardless of whether they were MoDOT roads or County roads.
MoDOT had the higher number of road segments because they carry the highest traffic and have the
most crashes. They contained 178 miles and the County had 40 miles resulting in 82% for MoDOT
and 18% for the County. The composite list shows MoDOT had the most crashes with 15,420 while
the County had 1,727, totaling 17,147. This is 90 percent and 10 percent respectively. Multiplying
the miles by the ADTs, reveals that MoDOT roads handled 5.3 million vehicle miles of travel
(VMT) a day while the County roads only handle 0.6 million. This places MoDOT’s VMT at 90
percent and the County’s at 10 percent. This reflects the number of crashes on each road system.
Examination of Table 26 reveals that the first 10 roads listed are MoDOT roads. At the top of the
list was Rt. 94 from Rt. 370 to I-70. The next highest include other segments of Rt. 94, the two
segments of Rt. K from I-70 to I-64, and segments of Rt. N and Rt. Z. Mexico Rd. from Mid Rivers
Mall Dr. to Rt. K was number 11. It was followed by four more MoDOT roads including three more
segments of Rt. 94. The next County road was Zumbehl Rd. from I-70 to Rt. 94 which ranked
number 16. Five County roads, including the other three segments of Mexico Rd., were in the
middle ranking 19 through 23. The remaining County roads were scattered throughout the list. In
all, the MoDOT road segments had the highest crash rates.
Although MoDOT roads have the highest crash rates, it must be noted that I-70 ranked low on the
list. Their was only one segment, U.S. 40/61 to Pearce Blvd. that was above the middle of the list
(number 18) and it was below two County roads, Mexico Rd. from Mid Rivers Mall Dr. to Rt. K,
(number 11) and Zumbehl Rd. from I-70 to Rt. 94 (number 16). Eleven segments of I-70, that
included those with the highest traffic volumes in the County, ranked low on the list.
The road with the worst crash rating overall in St. Charles County was Rt. 94. Many segments,
especially those between I-70 and I-64, had very high crash rates. This road has been undergoing
upgrading with the construction of the Rt. 364 freeway from approximately Hemsath Rd. west to
Harvester Rd. and other sections to the west of it are scheduled for construction . This will greatly
alleviate some of the safety problems presently being experienced.
76

No. Road
Table 26
St. Charles County Major Roads
Composite Crash Data, 2002, 2003, and 2004
Ranked By Crash Rates
Segment Crashes
From To Miles 2002 2003 2004
77
3 Yr
Total
2004
ADTs
Crash
Rate
1Rt. 94 Rt. 370 I-70 3.6 356 337 379 1072 16000 1724
2Rt. 94 I-64 Rt. D 1.2 55 33 28 116 10700 825
3Rt. DD U.S. 40/61 Rt. D 6.0 47 28 76 151 3000 770
4Rt. K I-70 Rt. N 3.2 476 432 385 1293 51000 733
5Rt. K Rt. N I-64 3.2 126 143 144 413 17600 666
6Rt. Z I-70 Rt. N 2.5 43 45 37 125 7000 647
7Rt. N Rt. K U.S. 40/61 3.9 168 176 169 513 21400 560
8Rt. N Mid R. M. Dr. Rt. K 4.0 161 181 159 501 22600 501
9Rt. 94 Rt. D Rt. DD 6.0 35 33 30 98 3000 501
10Rt. 94 I-70 Rt. 364 E. 3.1 320 287 312 919 56900 480
11Mexico Rd. Mid Rivers Mall Dr. Rt. K 4.1 205 147 141 493 23000 477
12Rt. 94 Rt. 364 W. Mid R. M. Dr. 3.6 240 231 300 771 42700 461
13Rt. A I-70 U.S. 61 3.3 58 65 47 170 12000 397
14Rt. 94 U.S. 67 Rt. 370 22.3 89 78 80 247 2700 375
15Rt. 94 Mid R. M. Dr. I-64 3.8 201 229 178 608 40000 370
16Zumbehl Rd. I-70 Rt. 94 1.2 34 34 49 117 25000 356
17Rt. 94 Rt. DD Warren Co. 14.3 39 41 65 145 2900 320
18I-70 U.S. 40/61 Pearce Blvd. 2.1 187 171 148 506 72200 302
19Mexico Rd. Rt. K Bryan Rd. 2.1 33 29 31 93 14000 289
20Mexico Rd. Cave Springs Rd. Mid Rivers Mall Dr. 3.6 138 108 112 358 32000 284
21Friedens Rd. Rt. 94 Arena Pkwy 1.7 16 19 23 58 11000 283
22Wentzville Pkwy U.S. 61 I-70 2.2 8 5 24 37 6000 256
23Belleau Ck. Rd. I-70 Mexico Rd. 1.1 14 10 12 36 12000 249
24I-70 Rt. 370 Mid R M 1.2 176 126 147 449 134300 248
25Muegge Rd. Mexico Rd. McClay Rd. 2.7 50 21 24 95 13000 247
26I-70 St. L. Co. Rt. 94 1.8 266 292 240 798 165100 244
27U.S. 40/61 Rt. N I-70 4.8 114 149 182 445 35700 237
28Lake Saint Louis B. I-70 U.S. 40/61 4.3 18 18 18 54 5000 229
29I-70 Rt. K/M Bryan Rd. 1.8 139 128 132 399 89800 228
30Rt. N U.S. 40/61 Rt. Z 5.4 41 62 50 153 11500 225
31Rt. 364 Rt. 94 E. Rt. 94 W. 1.6 55 53 78 186 50000 210
32Salt Lick Rd. I-70 Mexico Rd. 1.2 16 14 23 53 19500 207
33Rt. B Rt. 94 Huster 4.1 8 3 3 14 1500 206
34Harvester Rd. Rt. 94 Caulks Hill 0.6 7 4 20 31 23000 205
35Rt. B Huster Rt. C 5.1 4 3 2 9 800 202
36Rt. 79 I-70 Rt. M 4.0 47 61 60 168 19000 201
37I-70 Mid R M Rt. 79 1.7 186 152 180 518 138500 199
38Rt. P Rt. M U.S. 61 10.2 55 49 57 161 7500 191
(Continued on next page)

No. Road
Segment Crashes
From To Miles 2002 2003 2004
78
3 Yr
Total
2004
ADTs
Crash
Rate
39Rt. D Rt. 94 Rt. DD 5.9 26 33 30 89 7400 188
40Elm St. Rt. 370 Kingshighway 3.7 28 17 31 76 10000 188
41I-70 Bryan Rd. Lake St. L 2.0 101 112 103 316 75900 187
42Knaust Rd. Mexico Rd. Birdie Hills Rd. 2.5 21 15 5 41 8000 187
43I-70 Rt. 79 Rt. K/M 2.6 203 204 216 623 115600 187
44I-70 Zumbehl Cave Spgs 1.8 143 179 164 486 141700 175
45U.S. 40/61 Rt. K Rt. N 5.2 129 180 142 451 46100 173
46Rt. 370 St. L. Co. Rt. 94 0.6 23 17 22 62 56800 166
47I-70 Rt. 94 Zumbehl 1.4 124 131 125 380 155000 162
48Birdie Hills Mexico Rd. Weiss Rd. 1.7 13 7 10 30 10000 161
49I-64 St. L. Co. Rt. K 3.2 202 165 72 439 77500 161
50Rt. 79 Rt. M Lincoln Co. 6.4 38 53 44 135 13300 145
51I-70 Cave Spgs Rt. 370 1.8 106 109 126 341 124400 141
52U.S. 67 St. L. Co. Alton, IL 4.1
62 44 53 159 25800
136
53Harry Truman Blvd. Rt. 370 I-70 2.2 6 9 10 25 8000 130
54I-70 Lake St. L U.S. 40/61 3.6 86 135 108 329 66400 126
55I-70 Pearce Blvd. Warren Co. 4.9 135 91 149 375 56400 124
56Bryan Rd. I-70 Rt. N 2.7 18 27 38 83 25000 112
57U.S. 61 I-70 Lincoln Co. 7.3 110 75 102 287 33000 109
58Caulks Hill Rd. Harvester Rd. Greens Bottom Rd. 2.5 10 19 18 47 17000 101
Totals = 218.6 5815 5619 5713 17147 Average = 313
B-2. Summary of Road Crash Data
The composite crash data for St. Charles County shows the major role that MoDOT roads play in
providing safety. They make up the most mileage and carry the highest traffic volumes. They
provide the most important and greatest means of travel for all trip purposes including travel into,
out of, and through the St. Louis region. They also serve a large amount of commercial vehicles
into, through and out of St. Charles County and the region. Although all the roads carry a large
amount of traffic, the roads with the highest functional classification, Interstates, Freeways, and
Expressway, provide a very high degree of safety. As an example, I-70 carries the highest traffic
volumes, but has fewer crashes per mile, than many other roads. It does not have high crash rates,
therefore, even with very high traffic volumes, it still is considered quite safe for the amount of
traffic it handles.
Their has always been a correlation between traffic volumes and numbers of crashes. This is
especially true in urban and suburban areas. As traffic volumes continue to increase in St. Charles
County, as described in later chapters, the potential for more crashes increases. This is true on all
streets and highways. MoDOT in particular and St. Charles County and its cities will have to
continue planning improvements that will reduce the potential for these crashes. MoDOT’s
Blueprint for Safer Roads, discussed earlier, provides a good foundation for addressing this issue.

B-3. Motorcycle, Bicycle, and Pedestrian Crashes
A safety item of interest in this study was the number of motorcycle, bicycle, and pedestrian crashes
that occurred in the County. Motorcycles had the highest number, pedestrians had the second
highest, and bicycles had the third. These data were compared to the region and the state. These
values are shown in Table 27.
Table 27
2002, 2003, 2004, Motorcycle - Bicycle - Pedestrian Crashes
County - Region - State
St. Charles Region Percent of
Region
79
State Percent of
State
Motorcycle 296 1,496 19.8% 5,331 5.6%
Bicycle 94 966 9.7% 2,315 4.1%
Pedestrian 128 2,196 5.8% 4,441 2.9%
B-4. Deficiencies in the Crash Data Analyses
The above analysis of crash data provided good information about the number of crashes that
occurred; the road segments where they happened; the number of crashes per mile; their severity,
and their crash rates. While this allowed for identification of where, how many, and how bad, it
didn’t discuss other very important factors such as the how and why these crashes occur.
There are many factors that contribute to why crashes happen. They include road conditions, sight
distances, traffic control devices, traffic volumes, possible distractions, weather conditions, time of
day, other drivers, and other factors. None of these items have been examined in this study.
The most important item that must be considered and also is not addressed is the driver and his/her
situation. Is the driver preoccupied instead of paying full attention to driving, such as talking to
passengers, listening to the radio or CD, or talking on a cell phone. Is the driver sick or having some
kind of mental or a physical problem that reduces their ability to drive the vehicle properly or simply
falling asleep or not paying close attention. Is he or she intoxicated or affected by some type of
drug. To properly address these important items a full and more comprehensive report on safety for
the County is required. Such a report is beyond the scope of this study.
Traffic engineers have been performing these investigations for years. MoDOT has experienced
engineers who apply the best techniques to analyzing crash data on roads having poor crash
statistics. Some counties and cities also have personnel with this experience or they hire traffic
consultants who have competent staff that can perform such analyses. St. Charles County and many
of the cities have used their staff and employed consultants to investigate various problem areas and
projects.

The Council’s long range plan discusses safety of travel in the region and shows tables that allow
for comparisons of the eight counties. Problems associated with roads and drivers are fully
discussed and suggestions are made for improvements. In MoDOT’s Blueprint for Safer Roadways,
a very comprehensive examination of roads and drivers is made. This document covers much of the
items noted above. Both these reports make suggestion for reducing crashes and their severity
including the four “E’s,” Enforcement, Engineering, Education, and Emergency Deployment. All
these items and the referenced material noted is considered an important part of this chapter and this
report.
In summary, it appears the number of crashes, their severity, and crash rates on roads in St. Charles
County is slightly higher than in other parts of the region and the state. The roads that handle the
highest volumes and have the most crashes are maintained by MoDOT. Yet, many such as I-70, do
not have high crash rates and are considered quite safe for the volume of traffic that they carry. It
may be that the County ranks higher than the region or state as a result of its increased population
and fast growth. Road and street improvements, except for some major high cost MoDOT projects,
seem to have kept up with this growth, although the County’s Ten year Plan contains a large number
of yet to be completed projects. It would seem that some combinations of the above factors are the
reason for the higher crash rates.
C. Railroad Safety
Railroad safety has been considered for two categories of railroad traffic in the County. The first
is the safety of railroad crossings with roads and the second is safety on the railroad lines
themselves. For road crossings, they involve at-grade crossings of roads maintained by MoDOT,
the County, and some cities. A number of crossings are grade separated by bridges (such as the
recently completed T.R. Hughes bridge over the Norfolk Southern) and with rare exception, have
no crash related experiences. MoDOT’s Multi modal Division gathers crash data for all railroad
crossings and all injuries and deaths on railroad lines and has provided the data for this section. In
addition, they monitor and approve requests for state funding for railroad crossing improvements.
On the railroad lines there are incidents that involve trains and railroad employees or trains with
pedestrians. Train and pedestrian incidents, in addition to crossing incidents, are reported by the
railroads to MoDOT and are included in MoDOT’s data.
In St. Charles County there are two railroads with current traffic over railroad lines, the BNSF and
the Norfolk Southern. The BNSF runs from West Alton west along the northern part of the County
close to the Mississippi River and then north into Lincoln County. It has 26 public crossings with
state and county roads and 34 private crossings in close proximity to the river. There are also three
grade separations. It has experienced no crashes in the last four years at these crossings. The
Norfolk Southern runs just north of I-70, from the Missouri River west to Wentzville, where it
crosses over I-70 and runs into Warren County. It has 34 public at-grade crossings and 21 private
crossings and has experienced three crashes during the last four years, no fatalities but two injuries.
There are also 14 grade separations.
80

Overall the number of safety incidents in St. Charles County was quite low. In comparison to other
counties, St. Charles County has proportionally more signalized crossings than most other counties
because of its increasing population. When safety improvements are needed, MoDOT evaluates all
crossings in the state using a formula that takes into account the number and speed of trains that pass
an at-grade crossing, the time of the crossings, any applicable sight distance problems, and the
amount and speed of traffic on the road. It then determines which crossings in the state should
receive the limited amount of federal and state funding which is available each year. In some cases,
the state, in conjunction with cities and counties and other public and private entities, will contribute
to the costs of building bridges over railroads to completely eliminate an at-grade crossing, thereby
permanently eliminating the potential for future crashes.
D. Airport Safety
The two airports in the County, Smartt Airport and St. Charles Municipal Airport, routinely provide
improvements for safety. They take the form of maintaining the existing facility and keeping all
systems operating properly. Additionally, improvements to the runways, striping, and taxiway
markings, are made. Airfield lighting improvements, and other similar upgrades also improve
airport safety. The airports may also make major improvements that are safety related that would
also enhance operational safety, such as runway extensions and additional or improved instrument
approaches. Funding is provided by applying for Federal and State grants for such improvements.
Improvements to Smartt Airport generally are considered of a higher priority since it is the
designated reliever airport and is equipped for instrument landing. Safety at both airports has not
been an issue and aircraft incidents are quite infrequent if not absent.
81

A. Background
V. Present Transportation Plans and Studies
The 1997 transportation plan for St. Charles County mentioned short and long range plans and other
studies by the Council that would affect future transportation in the county. This update is no
exception. Since 1997 the Council has completed many plans and studies in keeping with the
requirements of the U.S. Department of Transportation for the expenditure of federal funds. First
and most important is the region’s long range transportation plan which requires updating every four
years. The second is the short range transportation plan which is represented by the TIP and consists
of projects planned by various agencies for the next four years. These projects reflect what is
contained in the long range transportation plan. Other studies have been conducted by the Council
relating to transportation in the county. A review of these plans and studies follows.
B. The Long Range Transportation Plan
In March 2005 the Council published its long range transportation plan “Legacy 2030, The
Transportation Plan for the Gateway Region.” It provides a long range view of how the region’s
surface transportation system will develop over the next 25 years and follows earlier practices of
emphasizing the relationship of transportation, community vitality, environmental quality, economic
growth, and social equity. It is the foundation of the transportation planning process and details the
region’s transportation priorities by creating a guide for future transportation investments. As
explained in the document, “The plan’s fundamental purpose is to ensure that public resources are
used in ways that best meet the economic, community, and environmental needs of the St. Louis
region.” The Plan and the TIP, described below, were developed according to the rules of the new
Federal Transportation Bill, SAFETEA-LU, which was passed in August 2005. The Council is
presently developing an update that is scheduled for release by July 1, 2007.
B-1. Developing Future Highway Improvements
Legacy 2030 discussed the need for establishing policies and principals for how to decide the best
use of federal funds for highway improvements. In addition, the Plan established an investment
strategy that sets priorities for committing these funds. Since all projects must first be identified in
the Plan to be eligible for federal funds, a list of MoDOT projects through the horizon year 2030 was
developed. This could not be a simple “wish list” of projects but a list that MoDOT has reasonable
expectations of funding within the 2030 Long Range Plan time frame. Three categories of projects
are listed below in chronological order.
B-2. Investment Priorities
A number of other major highway improvements are planned by MoDOT in St. Charles County.
They are listed in Table 6.7 of Legacy 2030 as “Investment Priorities,” which means they can be
funded within the region’s financial constraint. They are listed below by specific time periods.
82

Period 2011-2020
I-64 - Construct new bridge over Missouri River for westbound traffic
Period 2021 - 2030
I-70 - Revise interchanges from Zumbehl Rd. to Rt. 79
I-70 - Revise interchange at Rt. K
I-70 - Add lanes from Rt. Z to Pearce Blvd.
B-3. Illustrative Projects
Other projects proposed by MoDOT are on the Plan’s “Illustrative Projects” list. These are projects
they plan to build if funds become available. They are shown in Table 6.8 of the Plan and below.
I-70 - Add lanes from Pearce Blvd. to Rt. T at Foristell
I-70 - Construct new interchange at Rt. T at Foristell
U.S. 61 - Upgrade to Interstate standards from Rt. A to Lincoln County
Rt. 94 - Construct additional lanes from Rt. 370 to Rt. B
Rt. N - Widen to three lanes from west of U.S. 40/61 to Rt. Z
Rt. Z - Widen to three lanes from I-70 to Rt. N
B-4. Corridor Studies
A number of major corridors in St. Charles County have been identified by MoDOT as warranting
a corridor study in the future. Although funding is not available at this time for any improvements,
corridor studies can be performed at any time in order to determine what type of improvement would
be required, where it should be, how soon it would be needed, and how it would be funded. Five
corridors have been identified by MoDOT as warranting study. They are as follows.
• Rt. 79 from I-70 to Lincoln County
• Rt. K from I-64 to I-70
• Rt. M from I-70 to Rt. 79
• Rt. P from Rt. M to U.S. 61
• Rt. Z from I-70 to Rt. N
B-5. Interstate 70 Corridor, Kansas City to St. Louis, Missouri
One corridor project of particular significance is I-70 from Kansas City to St. Louis. Because of its
magnitude, MoDOT first conducted a Feasibility Study in 1999. The study provided an estimation
of the future needs of the corridor, feasible solutions, and recommendations for future action. In
order to meet federal requirements, MoDOT initiated the “First Tier”of a Draft Environmental
Impact Statement (DEIS). This first phase of the DEIS, completed in 2001, considered a number
of approaches to improving the safety and efficiency of travel in the corridor from Kansas City to
83

St. Louis. The next or “Second Tier” of the DEIS consisted of a group of seven independent, but
yet coordinated, corridor studies across the state that would take into account engineering,
environmental, and community issues. The eastern most segment was the section from just west of
Rt. 19 in Montgomery County through Warren County into St. Charles County to the Lake Saint
Louis Blvd. interchange. This segment of the Second Tier of the DEIS was completed in December
2004. It provided a “preferred alternative” recommendation which consisted of widening I-70 to
eight lanes with many ancillary improvements from Warren County to the Lake Saint Louis Blvd.
interchange. Since this DEIS it is subject to further review it is considered preliminary. The final
evaluation and selection of the preferred alternative will be based on a project public hearing, public
and agency comments on the DEIS, and other relevant information that may become available. The
FHWA will then have to issue a Record of Decision (ROD) for approval of the project. It is
anticipated that the project will not move forward at this time since funding for the improvement has
not been identified.
C. The Short Range Transportation Plan
The short range transportation plan is the TIP. Each year the Council updates the last one based on
what various agencies in the region have accomplished to-date and what is approved for the next TIP
period. The current TIP was approved in July 2006 for the four year period 2007 through 2010
The Council holds a meeting for informational purposes to assist all counties, cities, transit agencies,
and others who plan to submit projects for inclusion in the TIP. A deadline for submitting projects
is set. Agencies are asked to prepare supporting information for each project. All projects must
have a committed source of revenue to match federal funds. The projects are reviewed by the
Council to insure that they conform to the goals and objectives of the long range transportation plan.
Projects are then prioritized and ranked according to established criteria. The projects selected for
inclusion in the TIP come from a list of ranked projects until available federal funds are completely
used. Normally, the funding requested far exceeds the available federal funds.
Because the federal Environmental Protection Agency (EPA) has found the St. Louis metropolitan
area to be a non attainment area for air quality, all projects selected for inclusion in the TIP are
examined to insure that they do not contribute to the air quality problems of the region. Federally
funded projects as well as non federally funded projects are subject to this rule.
C-1. Funding Categories
Federal funding categories in the TIP from the FHWA include the following;
• Surface Transportation Program (STP) which provides funding for states and localities for
public roads, bridges, transit capital projects, and transit terminals.
• Highway Safety Improvement Program (HSIP) which provides funds specifically for safetyrelated
projects.
• Congestion Mitigation and Air Quality Improvement (CMAQ) program which provides
funds for transportation projects which improve air quality.
84

• National Highway System (NHS) program, which provides funds to improve roads that are
part of the National Highway System, normally Interstates and some designated connections,
and many Principal Arterials routes.
• Interstate Maintenance (I-M) program, which provides funds for rehabilitation and
reconstruction to the Interstate system, but does not include road widening but could include
projects that improve safety.
• Highway Bridge Progam (HBP) provides funds for replacing or rehabilitating deficient
bridges.
• High Priority Projects (HPP) which provides funds for specific designated SAFETY-LU
earmarked projects.
Federal funding categories in the TIP from the FTA include the following;
• Section 5309 Capital Assistance Program which provides funding (in a discretionary basis)
for capital construction and equipment purchases.
• Section 5307 Operating Assistance and Capital Program which provides funding for capital
construction and operating assistance for urban public transit service.
• Section 5310 Program which provides capital assistance to nonprofit social service agencies
to provide paratransit services.
• Section 5311 Program which provides capital and operating assistance for rural transit.
In addition to the federal funding categories listed above, some projects in the TIP may be
implemented without federal funds. While inclusion is not specifically required of such projects,
any project that could affect the amount of traffic that is carried (VMT) or capacity and air quality
is subject to inclusion for examination by the Council to insure that the region continues to adhere
to the air quality standards. Agencies throughout the region are informed of the need to submit such
projects to the Council when submitting requests for federal-funded projects.
C-2. St. Charles County TIP Projects
The current TIP contains 24 MoDOT projects (including four CMAQ projects) in St. Charles County
totaling about $100 million ($89 MoDOT and $11CMAQ). There are 33 county and city projects
totaling about $46 million, and three a transit projects totaling $336,000. All totaled, there are 60
projects costing about $146.6 million. A tabulation of MoDOT projects by type of improvement in
the region’s five counties is shown in Table 28 with St. Charles County highlighted. The number
and cost of County and city projects are shown in Table 29 and transit projects shown in Table 30.
It can be seen that St. Charles County will receive $88,935,000 or 7.9 percent of MoDOT’s funds
for the period 2007 through 2010. In addition, because MoDOT sets aside monies for multi-county
projects, projects that cross county lines, and regional projects, various projects throughout the
region, such as pavement overlays, signals, signs, Intelligent Transportation System (ITS)
improvements, and safety projects, MoDOT will spend additional monies in St. Charles County.
In effect, the total dollar expenditure will be more than the $189 million.
85

County Preservation
Table 28
Transportation Improvement Program
FY 2007 - 2010
MoDOT Projects
Capacity
Adding
Operational
& Safety
86
Other Total
% of
Total
Franklin $21,656,000 $59,663,000 $1,274,000 $0 $82,593,000 7.3%
Jefferson $25,189,000 $0 $45,073,000 $0 $70,262,000 6.2%
St. Charles $8,699,000 $77,709,000 $2,223,000 $304,000 $88,935,000 7.9%
St. Louis $526,142,000 $34,636,000 $11,917,000 $11,217,000 $583,912,000 51.6%
St. Louis City $126,724,000 $0 $727,000 $70,000 $127,521,000 11.3%
Multi-County $18,369,000 $0 $7,345,000 $0 $25,714,000 2.3%
Regional $93,768,000 $0 $57,377,000 $2,231,000 $153,376,000 13.5%
Multi-State $80,000 $0 $0 $0 $80,000 0.0%
Total $820,627,000 $172,008,000 $125,936,000 $13,822,000 $1,132,393,00
0
% 72.5% 15.2% 11.1% 1.2% 100.0%
Note: The four CMAQ projects total $11 million bringing the St. Charles County MoDOT totals to $100 million
County Preservatn
Table 29
Transportation Improvement Program
FY 2007 - 2010
Local Projects
Capacity
Adding
Operationl
& Safety
System
Enhncmnts
Other Total
100.0%
Franklin $12,486,195 $2,361,000 $2,852,000 $2,145,499 $0 $19,844,694 6.9
Jefferson $10,038,820 $5,625,000 $6,909,600 $110,000 $219,500 $22,902,920 8.1
St. Charles $26,990,390 $617,855 $26,877,388 $2,873,000 $0 $57,358,633 20.2
St. Louis $39,574,300 $11,100,000 $30,211,099 $11,819,369 $324,000 $93,028,768 32.8
St. Louis
City
Multi-
County
% of
Total
$50,640,424 $0 $23,793,300 $10,591,701 $0 $85,025,425 30.0
$0 $0 $2,410,500 $1,550,000 $1,850,991 $5,811,491 2.0
Total $139,730,129 $19,703,855 $93,053,887 $29,089,569 $2,394,491 $283,971,931 100.0
% 49.2 6.9 32.8 10.3 0.8 100.0
Note: Transit Vehicle Service under Multi-county of $22,436,869 has been omitted

County
Bus/Van
Acquisitions
Table 30
Transportation Improvement Program
FY 2007 - 2010
Transit Projects
MetroLink
Improvmts
MetroLink
Expansion
87
Equip./Facilities
& Maintenance
Total
% of
Total
Franklin $0 $0 $0 $0 $0 $0
Jefferson $42,000 $0 $0 $0 $42,000 $0
St.
Charles
$336,000 $0 $0 $0 $336,000 $0
St. Louis $45,500 $487,000 $0 $516,775 $1,049,275 $1
St. Louis
City
Multi-
County
$2,463,040 $2,931,832 $0 $4,100,209 $9,495,081 $6
$8,426,041 $7,316,862 $109,789,995 $16,805,809 $142,338,707 $93
Total $11,312,581 $10,735,694 $109,789,995 $21,422,793 $153,261,063 $100
Percent 7.6 7.0 71.4 14.0 100.0
Some of the more major St. Charles County projects included in the TIP include the following;
• I-70, eastbound auxiliary lane from Rt. 79 to Mid Rivers Mall Dr., $7.0 million.
(Construction expected in 2006 and 2007)
• I-70 reconstruct roadway and add lanes from Pearce Blvd., to east of Rt. Z, $8.8 million
• Rt. 364 from east of Harvester Rd. to I-64 at Rt. N, new freeway, $36.1 million (construction
expected in 2006 and 2007)
• U.S. 40/61 from I-70 to Lake Saint Louis Blvd., upgrade to interstate standards $28.2
million, and Winghaven Blvd. to west of Rt. K, $16 million.
The number of projects and total dollars for each county differs in each year’s TIP as projects are
completed and new projects are added. Major projects, especially those by MoDOT, can cause
substantial changes in the dollars and percent for each county. A detailed listing of the projects
presently programed in St. Charles County can be found in the 2007 - 2010 TIP.
D. State of the Transportation System
In April 2005 the Council published a study entitled “State of the Transportation System.” This
report reviewed travel in St. Louis from many aspects. It used the Council’s Travel Survey
conducted in 2001 to provide considerable information. It compared various measures of travel in
the St. Louis region to other major cities in the United States. It reviewed travel from the
perspective of the six major emphasis areas. Although it reviewed the region as a whole, some
topics relating to St. Charles County were identified and are discussed below.

D-1. Mode of Travel to Work
For 2000 in the St. Louis region, St. Charles County had the highest percent of drivers that drove
alone to work, 87.1%. The next highest was St. Louis County with 84.9%. St. Charles County had
the lowest number of car poolers with 8.1%. St. Louis County was the next with 8.4%. Of those
using public transit, St. Charles County was second lowest with 0.3%. Jefferson County was the
lowest with 0.2%. St. Louis County had 1.7 percent.
D-2. Crash Rating
The average annual crash rate, as a percent of population, was lower in St. Charles County than the
City of St. Louis or St. Louis County. However, the crash rate, the measure of crashes to number
of vehicle miles of travel, was higher on the Interstate system in the County than the other counties
in region. Specific crash data for the roads in the County has been discussed earlier.
D-3. Other Studies
Since 1997 when the previous transportation plan was prepared, MoDOT, the County, and many
cities have conducted numerous studies. They cover a wide variety of topics including major
highway improvements, land use, environmental issues, economic development, waste water and
water treatment facilities, residential development, and commercial development. Many of these
studies have been previously mentioned in this report and the topics discussed have influenced the
outcome of conclusions of this study. In some instances the data collected in those studies may have
been used or referenced in this report. In other cases they were not. The purpose of this section is
to indicate that the Council recognizes that these reports exist and that difference in the data from
that of the Council does not mean they are wrong. The Council does, however, use its data,
including that which may have been obtained from various sources in the county, to develop
forecasts, conclusions, and recommendations for this report.
88

A. Background
VI. Future Transportation Conditions
Future transportation conditions in St. Charles County will depend on many factors. The first and
most important is how land use in the county and rest of the region will change over the next 25
years. This will effect the region’s demographics and greatly influence the amount and pattern of
travel on all transportation modes, especially streets and highways. Of particular importance is the
growth of population and employment. The second most important factor is the changes that can
be expected in all modes of transportation in the region. Of primary concern are changes to the
street and highway system since they will influence the movement of people, goods, services and
commodities. A third factor that will influence travel is the overall economic conditions in the St.
Louis region, Missouri, and the United States as it will effect the demands that will be placed on all
modes of transportation. Lastly, the amount of travel that can be expected by persons living in the
region and those traveling through it is apt to change as societal and technical changes take place
and economic conditions of the country change. These changes will also influence the movement
of people, goods, services, and commodities. Assumptions have been made regarding these factors
and how they will influence travel on all modes of transportation in St. Charles County.
B. Demographics
The demographic makeup of the St. Louis region that may exist in the year 2030 is quite important
in estimating the amount of travel that can be expected in St. Charles County. Data in Chapter II
provided information on historical demographics. These data were used as a baseline for developing
future estimates. Trends in population including age and gender, number of households and persons
per household, and employment, were important items used in making these estimates.
Future land use forecasts provided the basis for determining the county’s demographics which were
essential in developing forecasts of travel. The Council developed much of these data, especially
forecasts of population, number of households, persons per household and the amount and
distribution of employment, by closely tracking land development in the county. The county’s
planning staff played an important role in assisting Council staff in developing these data as did
many of the cities.
B-1. Population and Household Forecasts
Since land in the county is abundant and residential development continues, it is expected that this
trend will continue well into the future. New residential development has followed or is ahead of
current and planned highway improvements and is expected to continue. This is especially true
along major corridors presently being updated and those planned for new construction in the near
future. Such roads include the conversion of U.S. 40/61 to I-64 from Rt. K to I-70, the proposed
Rt. 364 corridor west along Rt. 94 from Harvester Rd. to Mid Rivers Mall Dr. and west to I-64 at
Rt. N. Other corridors that have attracted new development include Mid Rivers Mall Dr. from
Willott Rd. south to Rt. 94, Rt. 94 from Mid Rivers Mall Dr. west to I-64, Rt. K from Rt. N south
89

to I-64, and Winghaven Blvd./Bryan Rd. from I-70 to I-64. Considerable in-fill is taking place north
of I-64/U.S. 40/61 from the Missouri River west to Lake Saint Louis Blvd. in the cities of Weldon
Spring, O’Fallon, Dardenne Prairie, Lake Saint Louis, and parts of unincorporated St. Charles
County. New residential development is occurring in the northern part of the county also on
available land in many older and well-established communities. They include areas north and south
of Mexico Rd., especially west of Mid Rivers Mall Dr., and north of I-70 from the city of St. Charles
west through old O’Fallon to Wentzville, especially north and south of Rt. P. In the Wentzville area
development continues all around the older parts of town and south of I-70 along Rt. Z and both
sides of Rt. N to I-64. New development has accelerated north of Wentzville from U.S. 61 west to
Warren County.
Using Census Bureau data as a benchmark and a considerable amount of other data, the Council
developed forecasts of population for the St. Louis Region. The latest forecasts are contained in the
Council’s report, “Long-Range Population and Employment Projections” prepared in June 2004.
It consisted of reviewing historical data from the census for 1980, 1990, and 2000, and then
producing a series of projections based on births, deaths, and in and out migration from the St. Louis
region. Comparisons were made of these forecasts to the history of the region’s population.
Change in population depends on many factors as previously described. Table 1 in Chapter 1
showed St. Charles County’s population grew at 48 and 33 percent from 1980 to 1990 and 1990 to
2000, respectively. During that time the region only grew by about 3 percent. Table 31 below
shows the forecasts of population for the region to year 2030. It shows the region’s population will
slowly increase at about 10 percent to about 2,700,500 while the county will grow by almost 30
percent to 408,000. This will make it the second largest next to St. Louis County.
The number of households will also grow but at a faster rate than the population because the size
of households is decreasing. For the St. Louis region households are expected to grow around 18
percent but St. Charles County will grow by 43 percent. The average household size will decline
throughout the entire region.
B-2. Employment Forecasts
Employment growth or decline and its distribution throughout the region has a major effect on all
modes of transportation, especially traffic on the region’s highway system. Travel for work has
always been a major item used in developing highway traffic forecasts. As a result, estimates of
future employment in St. Charles County and for the region were developed for this study.
Employment projections, unlike population projections, do not use a baseline of census data.
Instead, data is acquired from a number of agencies that provide employment information on persons
in the United States and the state of Missouri. In addition, data were collected from various agencies
in St. Charles County. Forecasts were then developed using an evaluation process which considered
the development outlook and potential for each county in the region. Employment forecasts were
developed by the Council for Legacy 2030, and details can be found in the Council’s June 2004
report cited above.
90

Category 2000
Table 31
Population and Households Forecasts
St. Louis Region
2005
Estimated
St. Louis Region
91
2030
Projected
Percent Change
2000-2005 2005-2030
Population 2,482,900 2,522,700 2,770,500 1.6% 9.8%
Households 969,200 1,002,600 1,188,600 3.4% 18.6%
Avg. HH Size 2.56 2.52 2.33 -3.0% -7.5%
St. Charles County
Population 283,900 314,400 408,000 10.7% 29.8%
Households 101,800 117,400 167,800 15.3% 42.9%
Avg. HH Size 2.79 2.68 2.43 -2.8% -9.3%
Pop % of Region 11.4% 12.5% 14.7% 9.6% 17.6%
For St. Charles County, many factors have contributed to a sizeable increase in employment. They
include the amount of available land, the growth in residential development and population, and the
expansion and improvement to the major highway network. New employment has followed
improvements that are taking place along existing and new highway corridors. Examples are the
Rt. 370 freeway from the Missouri River to I-70, improvements to I-70 especially at many of the
interchanges, the new Rt. 364 freeway from the Missouri River to Rt. 94, and the upgrading of U.S.
40/61 to I-64 from the Missouri River to I-70 at Wentzville. These and other road improvements
allow faster travel on the region’s major highway system and thus attract commercial, industrial, and
other development.
The most dramatic change has been in the new I-64 corridor from the Missouri River to Wentzville.
It has become the “high tech” corridor with many new major employers. East of Rt. 94, additional
companies have built in the Missouri Research Park which is on the south side and others including
Verizon and Enterprise Leasing have built on the north side. All around the Rt. 94/Rt. K interchange
a very large amount of commercial development has sprung up including hotels, restaurants, car
dealerships, and other strip commercial, all anchored by CitiGroup and BJC Hospital. At the
Winghaven Blvd. interchange considerable development has occurred, similar to that at Rt. 94/Rt.
K, anchored by MasterCard. New commercial establishments have developed all around the Rt. N
interchange anchored by Wal-Mart, Lowes, Target, and JC Penny to name a few. New commercial
development has sprung up around the Lake Saint Louis Blvd. interchange with more coming.

When a new interchange is built east of Callahan Rd., replacing the two signalized intersections, it
also is very likely to attract new commercial development.
Forecasts of employment are shown in Table 32 below. They include the number of jobs in the
county, the number of persons who live in the county and are employed, and the number of
employed persons who live in the county and work in the county. It confirms what is described in
Chapter II, that employment in the county has grown rapidly over the last 25 years. It also notes that
many employed persons living in the county now work in the county and the number has been
growing. However, because the amount of jobs has not grown as fast as the number of employed
persons there is still a need for many persons to commute across the Missouri River. It is expected
that this trend will continue for some time with a slight decline in the future (See Table 3, Page 5).
Category
Table 32
Employment Forecasts
St. Louis Region
2000 2005*
Years Rate of Change
St. Louis Region
92
2030
Projected
2000-2005 2005-2030
Employment 1,303,800 1,350,700 1,481,100 3.6% 9.7%
St. Charles County
Employment 105,700 124,700 173,500 18.0% 39.1%
Percent Working
in County
Employment as a
Percent of Region
* Estimated
B-3. Vehicle and Household Forecasts
47.0% 50.5% 60.0%* 7.4% 18.8%
8.1% 9.2% 11.7% 13.6% 27.2%
An important item used in forecasting travel is the number of vehicles expected in each household.
Estimates of households as well as vehicle ownership was developed using historical data and future
population. Households were estimated with population and were used to obtain the number of
vehicles that would exist. Historical data regarding vehicle registrations for 2000 and 2004 were
obtained from the states of Missouri and Illinois but older data (1990) was not comparable or used.
Table 33 below shows the number of households and registered autos in 2000 and 2004. It also
contains an estimate of households and autos for the year 2030. The data shows that the number of
autos in the region increased by 79,700, far exceeding the 33,400 increases in households. In St.
Charles County the difference between the growth in vehicles and households was more dramatic.
Vehicles increased by 49,300 or 28.0 percent while households grew by 15,700 or 15.4 percent. By

Table 33
Vehicles and Households
St. Louis Region
Year 2000* 2004* 2030**
Registered
Autos
St. Louis Region
93
Change & %
2000 - 2004
1,689,400 1,769,100 2,200,000 79,700
4.7%
Households 969,200 1,002,600 1,188,600 33,400
3.4%
Change & %
2004 - 2030**
430,900
24.4%
186,000
18.6%
Autos/HH 1.74 1.76 1.85 1.1% 5.1%
Registered
Autos
St. Charles County
176,000 225,300 380,000 49,300
28.0%
Households 101,700 117,400 167,800 15,700
15.4%
154,700
68.7%
50,400
42.9%
Autos/HH 1.73 1.97 2.26 13.9% 14.7%
* Data obtained from the Missouri Department of Revenue and the Illinois Secretary of State, Department of Revenue for 2000
through 2004. Earlier data was not comparable to these data.
** Estimated based on historical values and judgement using the population and employment forecasts.
2030 it is estimated that the region will grow to 1,188,600 households and registered vehicles will
reach 2,200,000. This is an 18.6 percent increase in households while vehicle ownership will rise
by 24.4 percent. In St. Charles County the change will be even more dramatic with households
rising by 42.9 percent and vehicles by 68.7 percent. This shows how travel in St. Charles County
can be expected to be much higher than that of the rest of the St. Louis region.
C. Highway Travel
Future travel on the major highways in St. Charles County and the region will depend on the system
in place by 2030. To best estimate what it will look like, Legacy 2030 and the Council’s TIP were
used as they list projects that are expected to have adequate funding. For the county’s roads, their
TIP and Master Plan were used. Their TIP also listed projects that have dedicated funding. Their
Master Plan suggests future improvements. However, some do not presently have dedicated funding.
C-1. Traffic Forecasting Methodology
The methodology used for developing forecasts of traffic volumes on major MoDOT’s roads and
county roads employed a number of steps. First, historical ADTs were obtained from MoDOT and
city and county data. Growth factors were developed from these ADTs and applied to each road

taking into account future improvements outlined in the present TIP and Legacy 2030. Second, the
percent change in population, households, and employment, forecasted by the Council in the five
sections of the county as shown in Figure 1, was related to the growth factors developed for each
road. Third, road characteristics including their functional classifications, lengths, type of areas they
traversed, and number of lanes, were reviewed. Forecasts were then developed for each road in 10
year increments from 2010 to 2030 to allow for close comparison to population, households, and
employment forecasts, and land use changes that are expected.
The forecasts developed by the Council were reviewed with MoDOT staff to insure that they were
in line with their forecasts and any major reports prepared for them. Two such reports were recently
prepared. The first entitled “Interstate 70 Corridor, Second Tier Draft Environmental Impact
Statement,” addressed state-wide improvements to I-70 and included the section dealing with
Montgomery, Warren, and St. Charles Counties. Forecasts of I-70 traffic for 2030 were included
in that study and were reviewed in this report. The second report, entitled “Final Environmental
Impact Statement, U.S. Route 40/61 Bridge Location Study over the Missouri River,” contained
2030 traffic forecasts on I-64 at the bridge. They also were reviewed. No other studies of
MoDOT’s major roads were prepared that would produce future traffic counts.
C-2. Future Traffic Volumes and Travel Conditions on MoDOT Roads
Traffic volume forecasts for 2030 were developed for all roads in functional classification order.
From these forecasts travel conditions or the degree of congestion that can be expected was
determined. MoDOT roads were examined first as they carry the highest volumes of traffic. The
degree of congestion was expressed in Level of Service (LOS) as explained in Chapter III.
Interstates and Freeways are addressed first followed by Principal Arterials, Minor Arterials, and
Major Collectors. The 2030 ADTs are shown in Figures 7, 8, and 9. A complete tabulation of the
traffic volume forecasts for MoDOT’s roads are contained in Appendix B. Using these forecasts,
the number of lanes for each road, and the road improvements shown in the TIP and Legacy 2030,
the LOS for each road were determined. They were developed by following the procedures in the
2000 HCM described in Chapter III. The result for each road segment is discussed below.
C-2.1. Interstate and Freeways
Interstates and freeways are considered primary roads in St. Charles County and the region. They
handle the highest volumes with no interruption and ingress and egress allowed only at interchanges.
Their design features are almost identical and therefore, they are discussed first.
I-64
ADTs From the Missouri River west to I-70, traffic volumes have continued to increase as new
sections of this road were completed. From 1990 to 2000, before parts of it were upgraded to
Interstate standards, traffic across the Missouri River grew by 56 percent from 44,300 to 69,100.
By 2004, it had climbed to 77,500, and that was with a new bridge across the river on Rt. 364 which
diverted some traffic. By 2010 it is expected that volumes will reach 90,000 and by 2030 are
forecast to rise to 120,000. The Rt. 94/Rt. K interchange will serve considerable traffic and volumes
94

Figure 7
Year 2030 Forcasted Travel Volumes
Click on the map below to view a larger version
95

Figure 8
Year 2030 Forcasted Travel Volumes
East Inset
Click on the map below to view a larger version
97

Figure 9
Year 2030 Forcasted Travel Volumes
West Inset
Click on the map below to view a larger version
99

100

will drop west of there to 80,000. East of Rt. N, forecasts place volumes at 75,000 and west of it
at 65,000 and it will remain the same through Lake Saint Louis Blvd. to I-70 at Wentzville.
Although the traffic increases along I-64 are high, they reflect a major change in this facility. A new
Interstate with high design standards will replace old U.S. 40/61. A new eastbound bridge will be
built across the Missouri River increasing river crossing capacity, if funding becomes available.
This will provide uninterrupted traffic flow between I-70 and St. Louis County and through the
region. It is expected that some traffic from I-70 and U.S. 61 will be diverted to this new road.
LOS I-64 will have four lanes, two in each direction, from I-70 to Rt. K. From there through Rt.
94 to the Missouri River it widens to six lanes with an auxiliary lane in each direction. From I-70
to Rt. N, forecasted volumes will be about 65,000. Using 9 percent of the ADT to determine peak
hour volumes result in 5,900 vehicles. Traffic volumes will have a 55/45 split in direction resulting
in 3,200 in the high direction or 1,600 vehicles per lane. Using planning default factors to determine
the equivalent passenger cars per lane per hour (pcphpl) brings this number to about 1,700. Based
on Table 10 in Chapter III which explains LOS criteria for Freeways, and using a 60-mph speed
limit, the road will operate at LOS D with some congestion but below the roads capacity. Traffic
in the opposite direction will be lower and provide LOS C.
East of Rt. N volumes will rise to around 75,000 to Winghaven Blvd. and then 80,000 to Rt. K.
Applying the 9 percent factor to the highest volume results in 7,200 vehicles during the peak hours
and applying a 55/45 directional split gives about 4,000 or 2,000 per lane. Using planning default
factors, this equals about 2,100 pcphpl. Table 10 and a 60-mph speed limit shows this volume will
reach the capacity of the road and it will operate at LOS E with serious congestion. Traffic will
move at slower speeds from the Rt. N interchange through Winghaven to the six lane section at Rt.
K. Traffic in the opposite direction will operate at LOS D with minor congestion based on the same
factors except for the directional split.
It should be noted that the Rt. 364 freeway extension from Rt. 94 at Mid Rivers Mall Dr. to the
I-64/Rt. N interchange has not been included in this report. In Legacy 2030, this section of Rt. 364
is listed as an “Illustrative” project, meaning that it is desired but funds have not yet been provided.
If funds become available and this road is completed by 2030, a fair amount of traffic on I-64 will
be diverted to it and traffic volumes will drop east of there. It is estimated that as much as 10,000
to 15,000 vehicles will be diverted. This could drop volumes to about 60,000 east of the Rt. N
interchange and improve the LOS on I-64 to D.
From Rt. 94 to the Missouri River bridge volumes will increase again to 120,000 and it will operate
on six lanes with two auxiliary lanes. Applying the same daily peak hour and directional values
gives volumes at around 6,000 or 1,500 per lane. Applying planning factors results in about 1,600
pcphpl. Although there are four lanes in each direction, one of them acts as an auxiliary lane
between the ramps of Rt. 94 to Chesterfield Airport Rd. in St. Louis County. The distance between
the ramps is more than three miles, therefore, it is expected that they will carry substantial volumes.
However, they will be less than that of the through lanes. A factor of 75 percent has been used for
these lanes and the remaining volume (400) were distributed to the other three lanes. This brings
volumes on the three through lanes to about 1,750. From Table 10 at a 60 mph speed limit, this
shows that the road will provide LOS D with only minor congestion during the peak hour periods.
101

I-64 Summary
Traffic volumes on I-64 from I-70 to the Missouri River bridge will increase substantially by 2030.
Unfortunately, a five-mile section from Rt. N to Rt. K, with only two lanes in each direction, will
operate with volumes at capacity (LOS E) in both directions of travel during the peak hours. If Rt.
364 is built from Rt. 94 at Mid Rivers Mall Dr. to the I-64/Rt. N interchange, then volumes will
decline east of there and the road will operate at LOS D with only moderate congestion. This points
out the importance of completing this project.
I-70
ADTs Traffic volumes on I-70 have been increasing for some time. Chapter III noted that the
average increase from 1990 to 2000 was 35 percent. Since 1990, two new Missouri River bridges
have been built. Rt. 370, a freeway, crosses the river north of the city of St. Charles and junctions
with I-70 east of Mid Rivers Mall Dr. Rt. 364, also a freeway, crosses the river south of I-70 and
intersects with Rt. 94 near Muegge Rd. Both had an effect of reducing traffic on I-70 east of Mid
Rivers Mall Dr. Forecasts indicates that volumes across the Missouri River will still increase but
at a slower pace with these bridges to assist crossings. By 2030 volumes are expected to climb back
up to 210,000. Between Mid Rivers Mall Dr. and Rt. 79 they will increase to 175,000. East of
Bryan Rd. volumes will rise to 125,000 and at Pearce Blvd. in Wentzville, they will reach 100,000.
Although these are substantial increases, they reflect the growth in the western part of St. Charles
County, the growth in adjoining Lincoln and Warren Counties, and an overall increases in traffic
on I-70 across the state of Missouri. Fortunately, in the west part of the county, with I-64 becoming
a major Interstate route, a considerable amount of increased traffic will use it instead of I-70. On
the east end, traffic across the Missouri River will be shared with two other bridges.
LOS In 2030 I-70 will be a four-lane facility, two lanes in each direction, from Warren County
through Pearce Blvd. and will handle about 90,000 vehicles. Nine percent of the daily traffic can
be expected during the peak hours with a 55/44 directional split. This gives about 4,500 or 2,250
vehicles per lane in the high direction of travel. Applying planning factors converts this to about
2,350 pcphpl. With a 65 mph speed limit, Table 10 indicates it is right at LOS F, meaning the
forecasted volumes will be in excess of the road’s capacity. It will operate with severe congestion
in a start-stop mode. Traffic in the opposite direction will also be high and operate at LOS D with
moderate congestion. Widening of this section of I-70 by one lane in each direction is listed in
Legacy 2030 as an “Illustrative” project. If funds become available by 2030, this improvement will
allow the road to operate at LOS of D in the high direction with only moderate congestion.
From Pearce Blvd. through Rt. Z to I-64/U.S. 61, it will be widened to six lanes and carry 110,000
vehicles. Growth in this part of the county both north and south of I-70, will be the cause of this
high increase. Applying the 9 percent daily and 55/44 percent directional split factors for the peak
hours result in about 5,500 vehicles in the high direction or 1,800 vehicles per lane. Factoring gives
1,900 pcphpl which from Table 10 and a 60 mph speed limit indicates LOS D. The road will handle
these volumes with moderate congestion.
Although the I-70/I-64 (presently U.S. 40/61) interchange is being rebuilt, it will experience serious
congestion by 2030. West of the interchange peak hour volumes are expected to be around 1,900
pcphpl. East of the interchange they will be 1,800 (see below). I-64 will have peak hour volumes
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around 2,000 pcphpl. U.S. 61 to the north will have lesser volumes but will still contribute to the
amount of traffic that will flow through the interchange. The volumes on I-70 and I-64 alone will
be operating at LOS D to E. It is anticipated that merging and diverging movements to and from
the ramps will cause frictional effects on the through lanes and worsen their LOS to E or capacity.
From I-64 to Lake Saint Louis Blvd. volumes will drop to 100,000 in six lanes as I-64 will drain off
some traffic. Applying the above daily and directional factors results in 5,000 vehicles during the
peak hours in the high direction of travel which gives 1,700 vehicles per lane. Factoring for pcphpl
gives about 1,800. From Table 10 and a 60 mph speed limit, this results in LOS D with some
congestion. From Lake Saint Louis Blvd. to Bryan Rd., volumes will be slightly higher but
congestion will be about the same.
From Bryan Rd. to Rt. 79, traffic builds up substantially, because of the sizeable amount of
development that is expected to occur in this part of the county. East of Bryan Rd. to Rt. K volumes
will increase to 125,000 on three lanes in each direction. Applying the daily and directional factors
results in 2,050 vehicles per lane. Factoring for pcphpl gives 2,200. From Table 10 and a 60 mph
speed limit, it will operate at LOS E with considerable congestion. The opposite direction will have
about 1,700 vehicles and planning factors indicate 1,800 pcphpl. Table 10 indicates LOS D with
moderate congestion.
Traffic volumes east of Rt. K will also rise and reach 145,000 vehicles. However, an additional
through lane, in each direction, will be added making it four lanes. Applying the daily and
directional factors gives 1,800 vehicles per lane. Factoring for pcphpl gives 1,900 vehicles or the
high end of LOS D. This section will operate with considerable congestion. Traffic in the opposite
direction will operate at the low end of LOS D with only minor congestion.
T.R. Hughes will add a small amount of traffic and have four lanes in each direction to Rt. 79. The
LOS will be slightly worse with the high direction of travel reaching capacity (LOS E) with severe
congestion. The opposite direction will be LOS D with moderate congestion.
East of Rt. 79 volumes will rise substantially to about 175,000 to Mid Rivers Mall Dr. It will have
four lanes in each direction, however, an auxiliary lane will be added for eastbound traffic. This will
aid travel between the two interchanges especially during the morning peak hours. Applying daily
and directional factors and adjusting for the auxiliary lane gives 1,850 vehicles in the through lane.
Factoring for pcphpl gives 1,950 vehicles. From Table 10 and a 60 mph speed limit this equates to
the high end of LOS D. Considerable congestion can be expected for eastbound traffic between
these interchanges as it does today. In the opposite direction there will be no auxiliary lane, only
four through lanes. During the afternoon peak hours volumes will reach 2,200 vehicles per lane or
the capacity of the road at LOS E. It will operate with severe congestion similar to what is occurring
today with backups extending from Rt. 79 through Mid Rivers Mall Dr.
From Mid Rivers Mall Dr. to Rt. 370, I-70 widens to six lanes in each direction for the multiple on
and off ramps to Rt. 370. The ADT in this section will be about the same with 175,000 vehicles.
After applying all the adjustment factors it was determined that the pcphpl volumes from Table 10
would operate at LOS D due to the additional lanes. However, these numbers do not take into
account congestion from two other sources; that described above from the adjacent section to the
west and the other from weaving traffic to and from the Mid Rivers Mall Dr. interchange.
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With an additional lane eastbound (four lanes), more traffic will be delivered to the Rt. 370
interchange and the lanes of the on ramp. During the morning peak hour, this traffic will be merging
with traffic coming from Mid Rivers Mall Dr. In addition, the four lanes on I-70 will have to neck
down to three lanes east of the interchange. Therefore, it is expected that congestion on this segment
of I-70 will increase substantially. This may cause backups on I-70 and on to Mid Rivers Mall Dr.
The LOS at this location is expected to reach F in a start-stop mode.
A sizeable amount of westbound I-70 traffic desires to exit at this interchange, especially during the
afternoon peak hours. They must weave across traffic that is coming from Rt. 370. At the same
time considerable westbound Rt. 370 traffic desires to merge into the through lanes of westbound
I-70. This causes a very serious weaving problem that creates severe congestion. Adding to this
problem is the fact that westbound traffic on the off-ramp to Mid Rivers Mall Dr. presently backs
up into the westbound through lanes. It is expected that this situation will worsen by the forecast
year as volumes increase. For eastbound traffic a similar situation exists with considerable traffic
from Mid Rivers Mall Dr. wanting to proceed east on I-70. They must weave through traffic
coming from I -70 heading for Rt. 370. This situation is not as bad as the westbound flow, even in
the morning peak hours, but with additional traffic expected by the forecast year the situation is
bound to worsen. Traffic can be expected to operate with severe congestion in a start-stop mode
through this entire section and affect congestion to the east and west. It is expected that the peak
hours will be extended and that congestion will exist during most of the day.
East of Rt. 370 to Cave Springs Rd. volumes drop to 150,000 as traffic is diverted to and from Rt.
370. Traffic must be carried on six lanes and there will be no auxiliary lanes. Factoring for peak
hour and high direction gives 7,400 or 2,500 vehicles per hour. Factoring for pcphpl gives 2,600.
Table 10 indicates LOS F which means the road will have volumes that exceed its capacity. It will,
therefore, experience severe congestion. For the opposite direction volumes will reach 2,000
vehicles. After factoring for pcphpl, this rises to 2,100 and from Table 10 shows it will reach
capacity, LOS E. Because the road will be at and over the capacity, peak hours will spread more
than what they already are presently, speeds will decrease, and travel time and delays will increase.
Congestion will be severe and be extended to most of the daytime hours.
From Cave Spring Rd. to Zumbehl Rd. the situation will worsen as more volume is added rising to
160,000 and there are no additional lanes. The situation described above, LOS F, will also exist.
From Zumbehl Rd. to Rt. 94 volumes again rise and reach 170,000. However, an auxiliary lane
exists in this section helping to some degree the added volumes. Again, the auxiliary lane can only
be expected to carry a portion of through lane volumes although the percent most likely will
increase. Regardless, through volumes will be about 2,200 pcphpl at the roads capacity LOS E.
Severe congestion can be expected as on the previous section.
At Rt. 94, the new interchange will allow for considerable traffic to get on and off I-70 and the
volumes will rise substantially, reaching 195,000 vehicles a day. An additional through lane will
be added and also an auxiliary lane. This will help handle the forecasted volumes. Using a 9
percent daily factor and a 55/44 split, peak hour volumes in the high direction will reach 9,700
vehicles. Dividing this by five equals about 2,000 and factoring for pcphpl gives 2,100. This is
assuming the auxiliary lane will handle the same volumes as the through lanes. From Table 10 this
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shows the road will be operating at capacity, LOS E. Congestion will be severe in a start-stop mode.
This situation can be expected in both directions of travel and the peak hours will be extended.
From Fifth Street across the Missouri River bridge it is expected that volumes will reach 210,000.
This is more than it has been in the past when it reached 190,000 in 2000. The five lanes will have
volumes over their capacity (LOS F) and the bridge will operate in a start-stop mode with congestion
and backups severe on both approaches.
I-70 Summary
From Warren County to the Missouri River traffic volumes on I-70 by the year 2030 are forecasted
to range from 100,000 to 210,000. The number of lanes available to handle these volumes will range
from four in the west to six, eight, and ten across the Missouri River. Auxiliary lanes between many
of the interchanges will help and interchange improvements will also be made. Nonetheless, most
sections of I-70 will have volumes and number of lanes that cause it to operate at LOS E and F.
With these LOS, congestion will be severe between many of the interchanges and will affect traffic
flow upstream during both the morning and afternoon peak hours.
The traffic flow situation forecasted for I-70 will be similar to but worse than what presently exists.
During the morning peak hours from Bryan Rd. through Mid Rivers Mall Dr. traffic now moves in
a start-stop mode. In the afternoon peak hours, from the Earth City Expressway in St. Louis County
past Rt. 79, congestion is also severe and often in a start-stop mode. One congested section simply
worsens the congestion behind it and in some case on the next section. The result is congestion
throughout the entire length of the road. It is anticipated that what is occurring today will be worse
by 2030 even with the improvements planned. Congestion will start west of Wentzville and
extending across the entire county to the Missouri River both during the morning and afternoon peak
hours and these hours will be extended. Unfortunately, traffic in the opposite direction will also be
rising and they too will reach LOS E and F. In effect, congestion can be expected in both directions
(in a start-stop mode) and the hours of the congestion will be expanded to a longer part of the day.
A major operational problem mentioned earlier in Chapter III was the severe congestion that is
presently experienced at many of the interchanges. Vehicles back up on the off ramps and extend
into the through traffic lanes. This not only causes serious congestion on I-70, but they also create
a very serious safety problems. With increased activity expected at all of the interchanges, this
situation will only get worse. The interchanges that presently are most effected, with the exception
of new Rt. 94, Rt. 370, and new T.R Hughes, are from Fifth St. through Rt. K/M. No doubt, Bryan
Rd. will experience this kind of congestion in the near future. MoDOT’s plan’s for improvements
to these interchanges should be accelerated due to the severity of the situation.
Rt. 364
This freeway opened in the spring of 2004 and carried 50,000 vehicles. Volumes are expected to
increase as traffic adjusts and additional sections are completed. By 2010 it will be extended from
north of Harvester Rd. to north of Jungermann Rd. By 2020 it will be extended south to Mid Rivers
Mall Dr. Improvements are also planned in St. Louis County in the form of additional ramps and
the ramp configuration. This will allow traffic to flow more smoothly between Rt. 364 and I-270
making it more attractive and thus add traffic volumes onto Rt. 364.
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By 2030 volumes are expected to reach 80,000 across the Missouri River. Peak hour volumes, as
a percent of daily traffic, will be higher than those on I-70 and I-64 and are estimated at 12 percent.
The high direction of travel will also be more at 65 percent. This will cause peak hour volumes in
the high direction of travel to be about 6,200. With five lanes in both directions across the river,
peak hour volumes for each lane will be about 1,250 vehicles. Even with converting to pcphpl, this
provides LOS C and no congestion. From the bridge to Rt. 94 volumes will drop slightly to 75,000
and it will lose a lane in each direction. Using 12 percent for peak hour volumes and 65 percent for
the high direction gives 5,900 or about 1,500 vehicles per lane. Converting to pcphpl gives 1,600.
From Table 10 and 60 mph speed limit, this equates to a low LOS D with some congestion.
From its north junction with Rt. 94 through Harvester Rd. to Mid Rivers Mall Dr. Rt. 364 will take
the place of Rt. 94. It will carry between 70,000 and 60,000 vehicles a day. Peak hour volumes will
be less of the daily totals in the old Rt. 94 corridor or about 10 percent. The directional split in
traffic will be more equal at about 55/45 percent. With four lanes in each direction this equates to
a high of about 1,000 vehicles per lane or LOS C with no congestion.
When Rt. 364 is completed from Mid Rivers Mall Dr. west to the I-64/Rt. N interchange, volumes
will increase due to growth in the corridor and its connection to I-64. Since this part of the
improvement is not included in Legacy 2030, forecasts with this addition have not been made. It
is expected that the increase will not cause the road to reach its capacity, therefore, it will function
without any serious congestion problems. However, its completion will greatly aid traffic
congestion on both I-64 and on I-70.
Rt. 370
Traffic across the Missouri River has grown steadily. Year 2004 volumes indicate 61,000 at the
river dropping to 58,000 near the Elm Ave. interchange. West of Truman Rd. it was 51,000. By
2030 it is expected that volumes will reach 85,000 at the Missouri River, 65,000 west of Elm Ave.
and 60,000 west of Truman Rd.
At the Missouri River during the peak hours in 2030 it will have 10 percent of the daily traffic and
a 60/40 directional split. For a six-lane road, the peak direction will have 5,100 vehicles or 1,700
vehicles per lane. Converting to pcphpl gives 1,800. Table 10 and a 60-mph speed limit indicates
LOS D with moderate congestion. From Rt. 94 through the Elm Ave. and west to I-70 it remains
a six-lane freeway and volumes drop resulting in a better LOS C with no congestion.
One item of note is the fact that some traffic from I-70 finds Rt. 370 a useful bypass eliminating the
need for travel on highly congestion I-70. This is especially true for vehicles traveling to and from
the north part of St. Louis County or through the region and wanting to avoid traveling through
downtown St. Louis. It also is greatly used if there is an incident on I-70 that causes any disturbance
in traffic flow. At these times volumes can be much higher and the congestion can be quite acute.
C-2.2. Expressways
As noted previously, traffic flow on an expressway differs considerably from that of a freeway since
it has at-grade intersections and many of them may be signalized depending on the road’s location.
The HCM recognizes this difference and the analysis of the following expressways follows that of
the HCM. Table 11 in Chapter III provides the LOS values for these expressways.
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U.S. 61
Volumes on this four-lane road have been increasing steadily with the growth in Lincoln County.
This will continue well into the future and by 2030 volumes are expected to reach 50,000 per day
at the county line. During the peak hours it will carry 10 percent of these volumes and a 60/40
directional split. This equates to 3,000 vehicles on the two lanes in the high direction of travel or
1,500 per lane. Factoring for pcphpl gives 1,600 vehicles. Using Table 11 from Chapter III and a
60 mph speed limit, this equates to LOS D. The road will operate with minor congestion during the
peak hours. Close to I-70 daily volumes will rise to about 60,000 on the four lanes and congestion
will increase with LOS approaching E. The ramps to and from I-70 will also add to this congestion.
U.S. 67
Volumes on this road have remained level over the last few years and are not expected to increase
substantially in the future. The 2030 forecast indicates volumes will reach 34.000. The peak hours
will be about 12 percent of the daily volume and have a 65/35 directional split. This equals 2,700
vehicles on the two lanes or 1,350 per lane. Factoring for pcphpl gives 1,450 and from Table 11
indicates the road will operate with no congestion at LOS C.
C-2.3. Principal Arterials
This classification includes a large number of the major roads in the county including both MoDOT
and county roads. As explained in Chapter III, the present LOS on these roads was determined by
reviewing their peak hour traffic volumes, operating conditions, including their physical
characteristics, average speeds, number of signalized intersections and their LOS. These data were
used as reference for making estimates of future LOS based on forecasted traffic volumes,
committed roadway improvements, estimates of future speeds, and other relevant data. Each of
these roads is discussed below.
Rt. 79
The section of Rt. 79 from Lincoln County south to Rt. M is classified as a Minor Arterial road.
However, it is discussed here for continuity. From Rt. M to I-70 it is a Principal Arterial road.
Traffic on this route has continued to rise as population in the northern part of St. Charles County
and in adjoining Lincoln County has grown. This trend will continue in the future according to
population and employment projections. By the year 2030 the road is expected to carry about
18,000 vehicles just south of Lincoln County, up from 13,000 in 2004. Average peak hour travel
speeds will drop from the mid 40's to below 30 mph. Present day peak hour traffic is operating at
LOS C to D at the two signalized intersections. It is expected that more intersections will be
signalized and these side roads will carry higher volumes. This will lower their LOS to E.
Congestion will be serious during the peak hours for both directions of traffic on the two lane
section.
On the four lane section north of I-70 volumes are expected to rise to 27,000, a substantial increase
over the 20,000 experienced today. Long backups and delays can be expected during all the peak
hours for northbound traffic where it necks down to two lanes. The back ups will be much more
serious than what is experienced today and the LOS will drop to F or over the capacity of the road.
Congestion will also increase for southbound traffic especially in the morning peak hour as traffic
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passes through the signal of the north ramps of I-70 and negotiates the eastbound on ramp. The
interchange will operate at capacity or LOS E. A corridor study is included in Legacy 2030 for this
road which may lead to improvements that will relieve these serious congestion problems.
Rt. 94
Parts of Rt. 94 are Minor Arterial and Major Collector roads. They are discussed in their appropriate
sections later.
The Rt. 94 sections that are designated as Principal Arterials have been divided into a number of
segments as each one is quite different from the other. The section from Rt. 370 through the city
of St. Charles to Kingshighway is basically a two-lane street and will have only minor increases in
traffic by 2030 as this area is not growing. It will average between 8,000 and 10,000 vehicles per
day. The characteristics of the streets are not expected to change much and since it is presently
operating at LOS D it is expected to remain that way.
From Kingshighway to I-70 it becomes a five-lane road with a number of signalized intersections
and traffic is expected to increase slightly to 28,000 by 2030 due to additional development in the
area. At the West Clay St. intersection it may reach LOS E during the peak hours as this intersection
is presently operating near capacity. The operation of the new I-70 interchange will help increase
traffic flow on this segment.
From I-70 south to Rt. 364, Rt. 94 is a four-lane divided road with auxiliary lanes between signals
and has high volumes of traffic. By 2030 these volumes are expected to increase to 66,000. The
new I-70/Rt. 94 interchange will greatly contribute to this additional traffic. Five signalized
intersections exist in this segment and volumes on the side streets will be increasing. The LOS of
the signals will be the controlling factor and it is expected that they will all be operating at capacity
during the peak hours. Backups will extend for some distance from each intersection, possibly from
one intersection into the next, and the peak hours will be extended. As a result, the road will operate
at LOS F with demand in excess of its capacity.
The section of Rt. 94 from Rt. 364 west to Mid Rivers Mall Dr. will have been converted to Rt. 364
by 2030 and has been discussed above under freeways.
From Mid Rivers Mall Dr. to I-64, Rt. 94 will be a four-lane divided road with many traffic signals.
Volumes are expected to rise to 55,000 west of Mid Rivers Mall Dr. and increase to 60,000 east of
I-64. Most of the signals will be operating at capacity during the peak hours with backups extending
for some distance. The peak hour periods will increase. The road will be operating at LOS F with
demand greater than its capacity.
Rt. K
The analysis of forecasted traffic on this road has been divided into two sections. The northern
section from I-70 to Rt. N has the most commercial development and signalized intersections.
Volumes are expected to increase to 68,000 between I-70 and Mexico Rd. and to 55,000 between
Mexico Rd. and Rt. N by 2030. The road is presently operating at capacity south of I-70, at Mexico
Rd., and at Rt. N during the peak hours. With higher volumes forecasted, it can be expected that
congestion will worsen and traffic demand will be in excess of the intersection’s capacity at LOS
F. Demand at the major intersections will cause serious backups that will affect all the other
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signalized intersections along the road. This will cause all of them to operate at capacity, LOS E.
The peak hours will be extended and exist for most of the day. This section of Rt. K will have some
of the worst congestion that can be expected in St. Charles County.
From Rt. N to I-64 commercial development will increase and a considerable amount of residential
development will continue to the east and west. Volumes will increase from 35,000 to close to
50,000 by 2030. More intersections will be signalized and congestion will increase substantially.
Since some of the intersections are now operating at LOS D, it can be expected that they will all
operate upwards of their capacity LOS E, and some beyond, LOS F, by that time. Serious
congestion can be expected at many intersections during the peak hours and these hours will be
expanded.
It has been recommended in Legacy 2030 that a corridor study be conducted by MoDOT to evaluate
possible ways of alleviating future traffic congestion on Rt. K. With severe congestion forecasted
for the northern section and serious congestion expected on the southern part, it is only appropriate
that this study is conducted for its entire length from I-70 to I-64.
Rt. M
This road runs through the middle of old downtown O’Fallon as Main St. from I-70 north to Rt. P.
It carries about 6,000 vehicles in downtown and these volumes are not expected to increase much.
On the north end between Rt. P and Rt. 79 volumes are around 4,000 and will increase to 7,000 as
the area develops. Both sections will operate at LOS D with some congestion.
C-2.4. Minor Arterials
This classification includes a number of MoDOT roads and many major county roads. In some parts
of the county traffic on these roads has already increased substantially as they are in areas that are
growing rapidly. Some are starting to reach a level where congestion is becoming a problem.
Rt. 94
From Rt. B to Rt. 370 commercial and residential development is expected to increase along the
corridor. By 2030 traffic volumes are expected to reach more than 22,000. The two lane road will
be widened at new signalized intersections to better handle turning movements. However, overall
speed on this two-mile section will decrease and the intersections will operate close to capacity.
Congestion will be serious during the peak hours and the road is designated at LOS E. Although
improvements are noted in the Illustrative Projects listing in Legacy 2030, they do not mention
widening. This road will need widening to three or four lanes based on expected growth in the area.
From this segment to I-64, Rt. 94 is a Principal Arterial and has been discussed above. From I-64
west to Rt. D, it is two lanes and traffic volumes will grow to about 16,000 by 2030. This section
only has two traffic signals, one at Rt. D and the other at the south frontage Rd. of I-64. They are
expected to operate at LOS D as is the road.
South of Rt. D, Rt. 94 remains a two-lane road and volumes only increase slightly. Although minor
growth is expected in this area, the terrain is such that a substantial increase is not expected. By
2030 volumes will rise from 3,000 to 4,000 near Rt. F. The LOS will remain the same at C.
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Rt. A
This five-lane road runs from I-70 to U.S. 61 and serves the General Motors plant and other
industrial development. Growth in residential and commercial development in the corridor has been
slow and is not expected to increase substantially by 2030. Some residential development may
occur to the north and this traffic may find its way to Rt. A. Also, some traffic from U.S. 61 and the
northwest part of Wentzville may find it convenient to access I-70. By 2030 traffic volumes are
expected to grow to around 18,000. Some signals exist at entrances to the GM plant and some
others may be installed but they and the road will operate at LOS C.
Rt. N
From Mid Rivers Mall Dr. to Rt. K this two-lane road is forecasted to handle around 15,000 per day.
Some intersection improvements are planned and traffic will continue to operate at LOS D. The
forecasted volumes could drop slightly if the planned Rt. 364 freeway is built.
From Rt. K to I-64 volumes are forecasted at around 30,000. However, should Rt. 364 be
completed, this traffic will move to the new road. If not, traffic from Rt. K to Bates Rd. will be split
between the old Rt. N and the new south outer road of Rt. 364. These roads will both operate at
LOS D during the peak hours with congestion at major intersections. West of Bryan Rd., Rt. N will
be three lanes and additional volumes will be handled at LOS D.
Additional improvements are planned for Rt. N through the proposed I-64/Rt. 364 interchange.
Some have been completed at this time and others may come later if Rt. 364 is built. The area
around the interchange has grown with major commercial development that is expected to continue
in the future. The new and proposed road improvements serving the area should be able to handle
traffic generated by this development at LOS D.
West of I-64 to Rt. Z, Rt. N is forecasted to have 22,000 vehicles by 2030. Many of the major
intersections will be signalized. This section may be widened to three lanes as it is on the
“illustrative” list in Legacy 2030 since the area is growing so rapidly. With growth expected in this
area of the County, three lanes may not be sufficient. Should four or five lane widening be
completed, the road will be able to handle the volumes at LOS D. If not, serious congestion can be
expected. New signalized intersections will have to be designed to handle the additional volumes.
Even with widening, the road will operate at LOS D with congestion at the major intersections.
Rt. Z
From I-70 to Rt. N, traffic on this road has been increasing with all the residential development in
the area. It is expected to continue in the future. By 2030 volumes will increase from 11,000 to
20,000. Widening of the road to three lanes is listed in Legacy 2030 as an “Illustrative” project.
Should it be built, it will be able to handle forecasted volumes at LOS D. Some intersections will
be signalized and they also will operate at LOS D. Congestion can be expected all along this road.
C-2.5. Major Collectors
These roads mainly serve adjacent areas and include some MoDOT roads and many county roads.
Congestion generally is not a problem. Major roads with higher forecasted volumes are discussed
below and others with lower volumes have been grouped together.
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Rt. 94
The section of Rt. 94 from U.S. 67 at West Alton to Rt. B at Boschertown is a two-lane road with
low volumes, averaging around 3,500, and it is not expected to increase much by 2030. It’s LOS
will remain the same at B.
Rt. N
From Rt. Z to Rt. T this road serves mainly a rural area. Some residential development is occurring,
from Rt. Z to the west, and is expected to continue in the future. By 2030 it is expected that traffic
volumes will increase from an average of 4,000 to 12,000 vehicles per day. The road should operate
at LOS C and only a few local road intersections will become a concern.
Rt. P
Traffic on this road has been growing considerably with residential development occurring all along
its length from Rt. M to U.S. 61. By 2030 it is expected to carry 16,000 vehicles, up from about
8,000 at this time. Some signals may be installed at major intersection, however, they should be
designed with these forecasts in mind and have adequate lanes. They may operate at LOS D during
the peak hours and so will parts of the road. The most serious parts will be close to Rt. M on the east
and U.S. 61 on the west.
Rts. B, C, D, F, H, J, T, W, Y, and DD
These roads are all in rural parts of the county and will not be affected much by the growth of the
county and in traffic volumes. One exception could be the section of Rt. DD from I-64 southwest.
This section of the road is adjacent to the I-64/Winghaven Blvd. interchange and the development
that is occurring in this area. It is quite possible that growth may spread southwest along the road
as demand for other types of commercial and residential development grows in close proximity to
I-64. In addition, more residential development could occur in the New Melle area which is at the
junction of Rt. D and Rt. Z. This could cause increased traffic on the roads in these areas.
C-3. Future Traffic Volumes and Travel Conditions on County Roads
Year 2030 traffic volume forecasts for major county roads are also shown on Figures 7, 8, and 9.
The forecasts were developed from traffic counts acquired from a number of sources including the
county, many of the cities, and counts made by consultants. These data were used with some
discretion as they were not factored to represent Average Daily Traffic counts like those produced
by MoDOT. The growth rates of forecasted traffic were based on the population and employment
forecasts in each road’s area. Particular attention was paid to Principal Arterial roads and some
Minor Arterials. Forecasts were not made for roads with lower functional classifications due to a
lack of data. The county’s transportation department is presently developing a system for collecting
traffic counts on all county roads so they can develop their own forecasts. The roads are discussed
below from east to west with only an indication of the degree of congestion that can be anticipated
rather than assigning a specific LOS. Roads with lower traffic volumes that are not expected to have
congestion problems in the future were not discussed.
C-3.1. Principal Arterials
Principal Arterial county roads are mainly multi-lane roads that were upgraded for some time and
serve areas that are mostly developed. The following discussion of each road describes expectations
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of future travel conditions. Some minor arterial roads are included in the discussion of Principal
Arterials as they provide continuity to the major road system.
Truman Rd. I-70 to Rt. 370
This road carried 7,500 vehicles north of Ehlmann Rd. in 2005. It is expected that growth in this
corridor will continue because of its close proximity to I-70 and Rt. 370. By 2030 it is expected that
volumes will increase to about 12,000. The road has five lanes and a number of signals that are
operating below their capacity. A number of signals may be added by the forecast date as the area
grows. However, the road should be able to handle forecasted volumes with only minor congestion
during the peak hours.
Jungermann Rd. Mexico Rd. to Rt. 94.
Jungermann Rd. has higher volumes on the north end near Mexico Rd. that decrease southward until
it gets close to Rt. 94. This is a very stable area that is not expected to grow very much. Forecasts
indicate a modest increase by 2030 to 34,000 south of Mexico Rd. and 26,000 north of what will be
Rt. 364. This five-lane road will handle these volumes with congestion reasonably close to what is
being experienced today. Some signalized intersections may be operating close to capacity during
the peak hours with substantial congestion.
Mexico Rd. Cave Springs Rd. to Jungermann Rd.
This section of Mexico Rd. has the highest volumes, around 32,000 in 2005. The area is reasonably
stable except for the possibility of additional commercial development on both sides just west of
Jungermann Rd. It is a five-lane road with numerous signals which are all working at capacity
during the peak hours. Forecasts indicate the volumes will rise slightly over the coming years and
reach 35,000 by 2030. It is expected the congestion will increase slightly but will only result in a
slight spreading of the peak hours.
Mexico Rd. Jungermann Rd. to Mid Rivers Mall Dr.
Mexico Rd. remains five-lanes through this section. It carried about 21,000 in 2005 and the area is
reasonably stable. Forecasted volumes are only expected to rise slightly with the normal growth of
traffic volumes and reach about 24,000 by 2030. The road will be able to handle these volumes
without any additional traffic congestion.
Mid Rivers Mall Dr. I-70 to Mexico Rd.
This five-lane section, of Mid Rivers Mall Dr., passes through a very high area of commercial
development that generated high traffic volumes, around 35,000 in 2005. The major generator is
Mid Rivers Mall and other development in the area and through traffic account for the high volumes.
There are five signalized intersections and they all are operating at capacity during the peak hours.
It is expected that by 2030 volumes will rise slightly to around 38,000 from a general increase in
traffic volumes. However, the area is fairly well developed. It is expected that the future increases
will cause severe congestion with backups extending from one signal into another. Traffic on the
side streets may increase also which will add to the congestion. It does not appear possible to build
any capacity adding features, therefore, the county should undertake a study to insure that all signal
coordination and optimization measures are implemented to insure the best flow of future traffic
through the area.
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Mid Rivers Mall Dr. Mexico Rd. to Willott Rd.
This section of the road will have a minor increase in traffic by 2030 as this part of the county
experiences additional residential development. Volumes are expected to rise from 28,000 in 2005
to 32,000 by 2030. Congestion will increase but the five-lane road should be able to handle the
volumes and operate close to capacity with some congestion occurring during the peak hours.
Mid Rivers Mall Dr. Willott Rd. to Central School Rd.
This five-lane section will have an increase in traffic from 18,000 in 2005 to about 32,000 in 2030.
Growth will continue along this corridor and contribute to this increase. There are a number of
signals now and additional ones may be built. They presently handle traffic without serious
congestion and it is expected that the road will operate with minor congestion during the peak hours
in the future.
Mid Rivers Mall Dr Central School Rd. to Rt. 94.
Traffic volume on this section of five-lane road has increased substantially in the past few years as
adjacent commercial development has grown. Also, residential development in the area has grown
dramatically adding to these traffic volumes. It is expected that volumes will rise from the current
20,000 to close to 30,000 by 2030. The traffic signals and the road will be operating close to
capacity with serious congestion.
Mexico Rd. Mid Rivers Mall Dr. to Salt Lick Rd.
This section of Mexico Rd. is five lanes and had about 23,000 vehicles per day in 2005. Volumes
are expected to rise over the coming years to 26,000 by 2030. A number of signals along its length
are presently operating with minor congestion during the peak hours and this trend will continue.
By 2030 congestion will increase slightly but the road will still operate below its capacity.
Mexico Rd. Salt Lick Rd. to Rt. K.
Mexico Rd. in this segment is four and five lanes and has less volume than other sections but they
are increasing. Year 2005 had 18,000 and this number will rise to about 26,000 in 2030. There is
very little congestion now but by 2030 there will be some minor congestion at major intersections.
Mexico Rd. Rt. K to Bryan Rd. (A Minor Arterial)
This section is four and five lanes and presently carries about 16,000. By 2030 these volumes will
rise to 22,000. The major intersections are not presently congested and it is expected that by the
forecast year they will have some minor congestion.
Bryan Rd. I-70 to Rt. N. (A minor Arterial)
Bryan Rd. has been rebuilt and upgraded since 2000. It is now a five-lane major road from a full
diamond interchange at I-70 and has turning lanes at all major signalized intersections. In 2005 it
carried 28,000 vehicles with minor congestion during some of the peak hours. It is anticipated that
by 2030 volumes will increase to 36,000. It will have serious congestion at the major intersections
during the peak hours and they will be operating at capacity.
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Winghaven Blvd. Rt. N to I-64.
Winghaven Blvd. is an extension of Bryan Rd. south to I-64. However, it was built as a parkway
with a grassed center median and left turn lanes at major intersections. Commercial development
has been built around the Rt. N intersection and along part of its length. At I-64, MasterCard
anchors the interchange with considerable other development including a hospital and a number of
strip commercial developments on both sides of the road. In 2005 traffic volumes were around
15,000. It is expected that by 2030 volumes will reach about 26,000. The intersections are presently
operating with only minor congestion during the peak hours but this congestion will increase over
the years. However, future volumes will stay within the roads capacity and it should operate with
modest congestion during the peak hours.
Wentzville Pkwy. I-70 to U.S. 61. (A Minor Arterial)
This five-lane road is currently operating without any congestion except for the area just north of
I-70 past Pearce Blvd. Through this area to north of Meyer Rd. considerable commercial
development has grown on both sides of the road and a number of new traffic signals have been
installed. The I-70 interchange has been upgraded with additional traffic lanes and an improved
traffic signal system. The road carried close to 18,000 vehicles in 2005 and it is expected that this
number will increase to 25,000 by 2030. Congestion will start to be a problem along the section
from I-70 through Pearce Blvd. north toward Meyers Rd. The intersection of Pearce Blvd. is
expected to operate at capacity.
On the section from Meyers Rd., which is in the northwest corner of the Parkway, east to U.S. 61,
it remains a five-lane road but volumes, which are presently around 7,000, will be about 15,000 in
2030. Some intersections may be signalized and they will operate without any congestion problems.
C-3.2. Minor Arterial Roads
Most of the county’s Minor Arterial roads are presently operating without any severe congestion.
Many of them have been improved from old two lane roads with poor grades into three, four, or five
lane roads with improved alignment. This provides more capacity and safer roads. Many old roads
are scheduled for similar improvements. Over the years traffic volumes on many of these roads will
increase, especially in the parts that will continue to experience significant growth. However, the
increases will be small and not dramatically change their traffic operations, especially those that
have been improved. The ones where traffic increases may be a problem are discussed below.
Elm Ave. From Rt. 370 through Elm Point Rd. has been widened to five lanes and is carrying
about 18,000 vehicles. The Rt. 370 interchange is responsible for generating these volumes.
Commercial development lines the corridor and the road feeds traffic to and from Elm Point Rd.
which has considerable development, and into the old part of St. Charles. It is expected that
volumes will increase by 2030 to around 25,000. This will cause some congestion problems at the
signals but volumes will be below their capacity.
Zumbehl Rd. From I-70 to Rt. 94 is expected to have an increase in traffic due to growth in the
corridor. Volumes are presently around 25,000 and congestion is experienced at some of the major
intersections. This congestion will grow worse in the future and by 2030 some intersections may
have volumes close to their capacity as they rise to 33,000. This will cause congestion problems
during the peak hour periods.
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Muegge Rd. Mexico Rd. to Old Highway 94.
This four and five-lane road handled 14,000 in 2005. This area is reasonably stable and not much
additional growth is expected. Some traffic has been added due to the ramp connections of Muegge
Rd. to Rt. 364 and the new bridge across the Missouri River. This traffic is generally coming from
I-70 and Mexico Rd. Additional traffic can be expected in the future as congestion on I-70 increases
and traffic seeks an alternative route across the Missouri River. It is forecasted that by 2030
volumes on Muegge Rd. will reach 20,000. With four lanes it is expected that the road will operate
below its capacity with only minor congestion during the peak hours.
Harvester Rd. From Rt. 94 to Caulks Hill Rd. is a five-lane road and presently handles about
23,000 vehicles per day. By 2030 volumes are expected to reach 28,000. It has a number of signals
that operate with serious congestion during the peak hours. This will only get worse, especially with
more development in the area and traffic wanting to use the new Rt. 364 freeway. It is expected that
demand will exceed the road’s capacity and severe congestion will result.
McClay Rd. From Jungermann Rd. to Thoele Rd. is a two-lane road and may have volumes
upwards of 18,000 by 2030. This could cause some capacity problems. Although development in
this area is stable, it is expected that the opening of the Rt. 364 freeway could divert some traffic
from the area to the north and cause some congestion problems.
Spencer Rd. South of Mexico Rd. is expected to have an increase by 2030 that could cause some
serious congestion problems. Although the road has been improved, it is expected that demand will
reach close to 20,000. The signals will have volumes approaching capacity at some locations.
Salt Lick Rd. I-70 to Mexico Rd.
This five-lane road has undergone substantial growth in recent years. First the road was widened
and then commercial development sprang up all along its length. Today it is close to being fully
developed and new residential development in the corridor has added to the traffic. Volumes are
presently at 20,000 and are expected to increase to 25,000 by 2030. A number of new signals have
been installed and they are operating well below capacity. By 2030 congestion will increase but the
road should operate with only minor congestion during the peak hour periods.
Summary
With the increase in population and employment in the county the Principal and Minor Arterial
roads are going to experience an increase in traffic volumes over the next 20 years. Some of them
will have a substantial increase, especially in the fast-growing parts of the county. Most of them
will be able to handle the volumes without serious congestion but some will have volumes that reach
the roads capacity, especially when taking into consideration signalized intersections and their
capacity. The County and many of the cities will be required to continually observe their operations.
All traffic operational improvements including signal optimization plans, minor capacity
improvements at selected locations, and other traffic control techniques, will have to be employed
to minimize anticipated congestion and insure continued smooth operation.
C-4. Safety Concerns
Chapter IV discussed the degree of safety provided on all transportation modes. Data for 2002,
2003, and 2004 were acquired and analyzed. Measures of safety appropriate to each mode were
used and safety records were described. For the major highway system, number of crashes, their
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severity, and the crash rate (crashes per vehicle miles of travel), for each road segment, were used
to assess their level of safety. These assessments were straight forward and the degree of safety on
all major roads was described.
Attempting to forecast safety, however, becomes much more difficult. First, no data is available
except that which is historical. Second, no accepted crash forecasting model has been developed
that has any degree of accuracy. Third, future modes of travel, especially on the road system, has
many unknowns such as the ease or difficulty of driving, safety features of the road, safety features
of vehicles, and technological changes for both highway and vehicle operations. In the next twenty
years these changes may have a dramatic effect on safety.
Instead of attempting to forecast if their will be more or less crashes and accidents, and whether they
will be more or less severe, this report discusses conditions that are expected to exist on all
transportation modes and how they could affect their safety.
C-4.1. The Street and Highway System
For the road and highway system some facts are known. On the positive side, many changes have
been made that will tend to decrease the number of crashes and their severity. Improvements have
been made to the highway system bringing old roads up to today’s design standard. They include
safety features that did not previously exist. Improvements have also been made to newer roads that
include specific safety features. New traffic control devices have been installed that more safely
handle, advise, and direct traffic. These include improved traffic signals and traffic signal systems,
better signing and pavement markings, and information message boards that alert drivers of
advanced road conditions. Other technological changes that will improve traffic flow are constantly
being evaluated and in the near future may be employed.
On the negative side, many factors are making driving more dangerous and increase the possibility
of more crashes and their severity. The number of vehicles on the roads and drivers available to use
them has continued to rise and thus the amount of vehicular travel has increased every year. This
is expected to continue although it will most likely taper off in the future. This causes more
congestion, which in turn creates the possibility of vehicles colliding. On many roads, volumes
during the peak hours have reached the road’s capacity and traffic moves in a start-stop mode. This
creates conditions that tend to increase the number crashes. Drivers are not only dealing with more
vehicles around them, but with other distractions. All types of technical devices have been placed
in vehicles that take away the driver’s attention. These include cell phones, radios/CDs, navigation
systems, and even television. Eating in vehicles has become commonplace. Other passengers can
cause distractions. Along the road advertisements take the attention of drivers. Other vehicle
incidents can result in distractions and at times can cause additional crashes. Drivers’ attitudes have
changed due to all the demands that are placed on them and in some cases reaches what is described
as driver rage. Lifestyle changes also contribute to driver behavior that in many cases can add to
the potential for more crashes. All these factors add to the possibility of more crashes occurring in
the future and in many cases, could increase the severity of these crashes.
There are other unknowns that could either increase or decrease the degree of safety afforded travel
on the highway system. Funds for improvements play a major role and its future is cloudy. Many
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states are looking at other means of funding improvements besides raising existing taxes. A
public/private sector partnership is being pursued in many states. In some, the use of toll roads is
increasing. The vehicle mix, or size and type of vehicles that will be on the roads, is also another
unknown. All these factors play a very important role in the degree of safety that can be expected.
In Chapter II of Legacy 2030, safety is fully discussed including measures and initiatives that are
currently being pursued. Strategies have been proposed to address and reduce future crash related
problems. MODOT’s Blueprint For Safer Roadways, discusses safety in great detail and provides
many strategies for improving the roadway system and the ability of persons to drive safely. The
Executive Summary of this report contained in Appendix A contains a full summary of methods of
improving safety on St. Charles County roads. These two documents are used as a guide in this
report for future road safety in the county.
C-4.2. Railroad Safety
Safety of railroads was divided into two categories in Chapter IV, the first dealing with railroad
crossings and the second with the railroad lines themselves. The future of safety in the first
category can be related to road and highway safety. The number of vehicles using these crossings,
the number of crossing, and the number of train movements are bound to increase and with it the
possibility of mishaps. Fortunately, the number of vehicles using the crossings are quite low and
the incidents very small. With the continued emphasis on road and railroad safety, all measures of
insuring the safety of these crossings will be implemented. Therefore, it is expected that their will
be no major increase in incidents and a good chance for a decrease. Crossings that handle higher
volumes of traffic have continued to be monitored and considered for grade separation by both
highway departments and the railroads. This should also help to decrease future crossing crashes.
For railroad operations safety, the same logic applies. Railroads have had increased activity and one
could expect more safety problems. However, they too have placed high emphasis on safety and
have taken measures to insure that their workers adhere to all safety regulations and instructions.
It is expected that safety on railroad operations will be improved and incidents will not increase.
C-4.3. Airport Safety
Although activity at the two airports may increase in the future, they are expected to continue
making safety improvements. Runways may be improved including better striping and taxiway
markings. More and better lighting may be provided where required. Technological advances in
the field of aviation may further enhance the ability of airport operators and aircraft pilots to insure
the continued safety of their operations.
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A. Background
VII. Transportation Improvement Needs and Funding
This study resulted in forecasts of future travel conditions for the year 2030 on all modes of
transportation in St. Charles County. It noted deficiencies that are expected including safety issues.
This chapter describes various types of improvements that can be used to alleviate these deficiencies.
Although possible improvements can easily be mentioned, funding these improvements has always
been a major obstacle. As a result, not only are the improvements described, but an estimate of how
costly they will be is also discussed. In most cases, the responsible agencies have many other
demands for available funds and have established their own priorities. This has been recognized in
this report.
B. The Major Highway System
For some time it has been recognized that building enough roads to handle future traffic was not going
to be possible. As a result, operating and managing the road system most efficiently came to the
forefront. The use of advanced technologies termed Intelligent Transportation Systems (ITS) was
developed in the early 1990's by many transportation agencies throughout the United States. Its
purpose was to enhance traffic flow and safety on the major highway networks through the use of
advanced technologies and improved management. They included the use of computerized traffic
signals and signal systems (the interconnection of signals), advanced message boards on roadsides
to advise drivers of road conditions, motorists assist programs, including roadside call boxes and
emergency assist vehicles, and coordination between emergency response agencies such as police,
fire, ambulance, and towing services. The ITS program adopted by the DOTs has continued today
and is recognized as the most efficient and effective means of handling future congestion problems.
MoDOT has expanded its ITS program by building and staffing a traffic communications center at
its St. Louis office. It is operated continuously with data supplied by optical monitors and other traffic
monitoring devices on all their interstate roads in the region. They are able to monitor the flow of
traffic and communicate with law enforcement officials and emergency response agencies throughout
the region. They have a number of permanent variable message boards that are placed at strategic
locations on the highways that change messages on road conditions continuously as needed. They
are constantly adding new technological improvements to detect and monitoring road conditions and
enhance the operation of the system.
With the above in mind, conditions described in Chapter VI were reviewed and possible
improvements were considered for those roads having the worst congestion and potential safety
problems. Figure 10 shows the roads that are expected to operate at LOS of E and F by 2030. The
improvements that could be implemented and estimates of their costs are described below. The
discussion follows the functional classification of the roads. Roads that are not discussed are
considered not to need any improvements, such as those with no congestion or safety problems. This
excludes routine maintenance that is continuously performed.
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B-1. MoDOT Roads
The following parts of this chapter describe various types of improvements that can be made to
MoDOT roads. It also discusses present funding for MoDOT and the outlook for additional funds in
the future.
B-1.1. Interstate and Freeways
I-64 will have serious congestion between Rt. N and Rt. K. It will only have two lanes in each
direction and traffic forecasts indicate volumes at capacity. These forecasts are based on Rt. 364 not
being completed by 2030. Should that occur volumes will probably drop such that it will operate
below capacity. It seems, regardless of the ultimate timing of Rt. 364, I-64 will have congestion
problems. Although ITS implementation will be helpful, adding a lane in each direction is the only
true way to provide for the additional volumes. This should not be a costly improvement since the
road is already in place and can accommodate the widening. It will also improve the road’s safety
and travel on other roads that feed traffic to it. This improvement is recommended in view of the
importance of the safety and efficiency of travel on this Interstate route.
I-70 presents a very serious problem due to the extent of the forecasted deficiencies. Traffic volumes
are expected to be well in excess of the road’s capacity. Unfortunately, widening presents high costs,
environmental and social concerns, and serious traffic problems during construction. Some minor
widening could be accomplished with auxiliary lanes between interchanges. This should be
considered from I-64/U.S. 61 to Bryan Rd., and from Rt. 370 to Zumbehl Rd. In addition, some
interchanges could be upgraded to better handle traffic. These improvements would not only help
congestion, but they would improve the roads’ safety and air quality in the region.
Over the years there have been numerous discussions between MoDOT, St. Charles County, and other
agencies, about remedies for the congestion on I-70. Early in the planning stage of Rt. 370, a
connection between it and Rt. 79 along a corridor north of old town St. Peters from about Spencer Rd.
west to Rt. 79 was discussed. This concept was never pursued for many reasons. First, there was no
study to support that sufficient traffic would use it to greatly relieve I-70. Second, funding for its
construction and adding it to the state system was an issue. Third, there were numerous
environmental concerns about building a road in this location. Although this improvement was never
pursued by MoDOT, the County still is of the opinion that it would be of value.
This report has discussed the severity of congestion on I-70 and how it is only going to get worse.
It suggests that MoDOT consider all improvement alternatives to alleviate future congestion. The
above roadway plan could possibly reduce some future traffic on I-70 between Rt. 79 and Rt. 370.
Therefore, for that reason, this report recommends that a study be conducted to determine how much
traffic would be diverted, any environmental concerns and other issues, and the cost-benefit of such
an improvement.
A new wider westbound bridge over the Missouri River presents a real challenge for MoDOT. Such
an improvement would present extremely difficult construction problems and would be quite costly.
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Figure 10
Year 2030 Levels of Service E and F
Click on the map below to view a larger version
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There would be very serious problems in handling traffic during construction. A study of possible
improvements to this bridge would be of value. Such a study should be added to MoDOT’s list in
the Council’s update of the Long Range Plan.
I-70 across St. Charles County should be a high priority for MoDOT to update and improve it’s ITS
process. This would include the use of additional technologies from their traffic control center
including optical and other traffic monitoring mechanisms, variable message sign boards, roadside
call boxes, lane control signs, motorist assist vehicles, and communications with all emergency
response agencies.
Rt. 364 does not present any congestion problems and could easily handle additional traffic.
Completing the section from Mid Rivers Mall Dr. to the I-64/Rt. N interchange should be completed
as soon as possible. This will greatly help travel on I-64 and could decrease some travel on I-70 and
allow other roads to operate more safely and with less congestion. Its completion would also help
improve air quality in the region.
Rt. 370 does not present any serious congestion problems. However, because it is a major freeway
connecting two interstate routes, additional ITS improvements should be made to the road to insure
that it continues to operate with the greatest efficiency. In the future a number of such ITS
improvements like those described above should be implemented.
B-1.2. Expressways
U.S. 61 MoDOT plans improvements to this route that should adequately handle future volumes.
They are included in the Legacy 2030 Illustrative list for improving the road to freeway standards.
B-1.3. Principal Arterials
Rt. 79 will need attention in the section from Rt. M to north of I-70. Widening to four lanes divided
is suggested and would not be an expensive improvement or create any negative environmental
problems. This will greatly improve traffic operations and its safety. The road is listed for a
corridor study in Legacy 2030 north to Lincoln County.
Rt. 94
From I-70 to N. Rt. 364, this road will require ITS improvements. Some intersection improvements
may be possible with additional turn lanes, but the only other practical improvements would be to
optimize the signal operations. MoDOT should undertake such a study to determine hardware that
may be available in the future to assist in this area.
The section of Rt. 94 from Mid Rivers Mall Dr. to I-64 will require capacity expansion. An
additional lane in each direction should handle future traffic and improve the roads’ safety. Such
an improvement should not be very expensive or create any severe inconvenience to traffic since
the median has the room for this type improvement. There would be no negative environmental
effects and it would enhance air quality in the region.
Rt. K will require the special corridor study defined in Legacy 2030 to determine adjustments to
traffic operations and other improvements that would better handle future traffic. The cost of this
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study should be low, however, improvements could get expensive and complicated if they require
assistance or approval from adjacent property owners.
B-1.4. Minor Arterials
Rt. 94 from Rt. B to Rt. 370 is on the Illustrative list for improvement. Consideration should be
given to widening the road from two to four or five lanes instead of just a three-lane road.
Rt. N from I-64 to Rt. Z should be closely monitored to determine if the planned widening to three
lanes will be sufficient. This area is experiencing substantial growth and it is expected to continue
into the future. Although the forecasts do not indicate volumes in excess of capacity, they are quite
marginal. Depending on how fast growth continues, the three lane road proposed may not be
sufficient and a four or five lane facility may be needed.
Rt. Z from I-70 to Rt. N is another road that should be monitored closely by MoDOT. Growth in
this part of the county has been very high and could easily exceed forecasts. Should volumes
increase over the ones predicted, the road will exceed its capacity and need to be widened to four
or five lanes instead of just three.
B-1.5. Major Collectors
Rt. P is a road whose growth is unpredictable. Should development continue beyond expectations
the road will need widening over what is presently considered by MoDOT. Traffic volumes should
be closely monitored in future years.
A number of rural MoDOT roads have poor safety records. Although specific ones have not been
identified, the chapter on safety clearly pointed out that the severity rates on rural roads are normally
higher than on suburban and urban ones. Traffic volumes should be carefully monitored as well as
crash prone locations, those with poor horizontal and vertical alignment and limited sight distances.
Proposed new entrances or side roads should be carefully checked to insure that they are not placed
in locations that present additional hazards.
B-1.6. Future MoDOT Funding
Many of MoDOT’s projects described in this report can be expected to have reasonably high cost
and probably will be beyond their present funding capability. This is based on state-wide and
regional demands and priorities. Funds for new projects are quickly declining as a percent of total
funds compared to funds that are needed to simply maintain the existing system. MoDOT has been
examining ways of increasing present funding, but like many other DOTs and transportation
authorities, they have found new sources hard to acquire. Future funds will not be able to keep up
with future needs. Other means of funding transportation improvements may have to be considered
in order to meet the ever increasing demand for road and street travel.
B-2. County Roads
B-2.1. Principal Arterials
Most of the county’s principal arterial roads have been widened to four and five lanes. New traffic
signals and other equipment have been installed to upgrade existing facilities. However, in many
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cases traffic is continuing to increase and current controls are becoming inadequate. The county,
with the help of the many municipalities, should continue to improve on its data collecting
procedures. Current traffic volumes and crash data are needed to continually monitor the
effectiveness of the system and assess future needs. This includes communication with and the
efficiency uses of emergency vehicles. County roads that interface with MoDOT roads should be
fully coordinated and integrated with theirs to reduce side effects from adjacent traffic problems.
One major road that is going to need continued monitoring is Mid Rivers Mall Dr. between I-70 and
Mexico Rd. This section of the road is presently operating with serious congestion during the peak
hours and there is no room for expanding capacity. ITS type improvements are the only means of
influencing and assisting traffic in this area. Because it is directly connected to I-70 and a potential
growth area to the north, it will require special attention by county and municipal authorities.
A major road that has ranked the top of the crash rating numbers is Mexico Rd. from Mid Rivers
Mall Dr. to Rt. K. Because this road ranks every crash rating list, it deserves special attention.
B-2.2. Minor Arterials
As noted in chapter VI, most county minor arterials are operating with no serious problems. This
could be an over simplification as so many parts of the county are growing and volumes are rising
quite quickly. Close monitoring of future congestion and safety problems will have to be pursued
by county and municipal authorities to insure that the roads continue to operate safely and
efficiently.
B-2.3. Major Collectors
The county’s major collector roads are closely monitored by the County’s Transportation
Department. They make decisions on how best to spend available funds for needed improvements.
B-2.4. County Road Summary
The St. Charles County Transportation Department and the public works department’s of all the
municipalities are effectively using available funds designated for road and street improvements.
Each agency has its own source of funding and additional funds are provided by the ½ cent
Transportation Sales Tax, through a project selection process based on recommendations of the
St. Charles County Road Board and approval of the County Executive and County Council. More
major funding for road improvements come from federal funds. Projects are submitted to the
Council for inclusion in the Council’s TIP and funds are provided from various federal funding
categories through the current Federal Transportation Bill, SAFETEA-LU. This practice is expected
to continue into the future. However, due to the fast pace of growth in the County, additional funds
at all levels may be required to keep pace with the growing road improvement needs.
C. Public Transportation
Public transportation services that presently exist in the county are limited. As previously noted in
Chapter III, future funds for fixed route transit or light rail transit are presently nonexistent due to
the lack of a funding source in St. Charles County. This could change in future years depending on
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public decisions, and does not mean that there is not a need. On the contrary, as the county’s
population grows and matures, the need for public transportation continues to increase, especially
with a growing and aging population.
The St. Charles County Transit Authority had a report prepared by the Council in the mid 1990's that
was updated in 2001 (see Chapter III) dealing with the needs and possibility of providing fixed route
transit. An update of that report has been requested by the County and the Council intends to
undertake this update in 2007. It will once again review the needs and possibility of the county
providing fixed route transit and what it may cost. Funding will once again be the major issue as
it will require a vote of the county’s residents to provide specific funding for that purpose.
Paratransit service has always been mainly a privately funded form of transportation for the elderly,
poor, and disabled part of the community. MoDOT, through their public transportation department,
and federal funds, provided from various programs handled by the Council, provided some
additional funds. The number of people requiring such services has continued to grow while the
amount of private and public funding has continued to shrink. The demand for these services has
always been in excess of existing funds. It is expected that the future will not be too bright in
supplying additional funds either from private sources, the state of Missouri, or the federal
government. This will result in simply more persons going without transportation service to
medical, shopping, or other types of needed activities. It will be left to others, relatives, friends, etc.,
to provide these transportation services to this segment of the population. The completion of the
updated report in 2007 by the Council may be helpful in more clearly defining these issues.
D. Railroad Projects
The need for funding future railroad improvements almost lies solely with the railroads. Some road
improvements involving railroad crossings or grade separations, are funded, at least partially, by the
County, MoDOT, or the private sector. Using safety data for the roads appears to be the best
barometer of where additional railroad crossing improvements should be made. These are discussed
in Chapter IV. However, there are a number of at-grade crossings that are in close proximity to
major roads. These include the crossing on Guthrie Rd. just north of the I-70/Lake Saint Louis Blvd.
interchange, Mid Rivers Rivers Mall Dr. just north of the I-70 interchange, and Rt. M (Main St.) in
O’Fallon. Back-ups in traffic caused by slow and long trains at these locations extend at times well
back into the high volume interchanges causing serious congestion and can extend further into traffic
flow on I-70. This introduces a very high crash prone situation. These locations should be
continually monitored by MoDOT, the County, and the railroads, and when deemed appropriate,
grade separations should be constructed.
The railroads have constantly been improving their facilities as this most competitive means of
transportation continues strongly in the United States. In St. Charles County, incentives can be used
by the county when it involves furthering gains in the private sector. County administrators will
continue this practice which will further enhance railroad investments.
126

E. Aviation Projects
Aviation expenditures in the future are rather limited. Some studies have been performed for the
operation of the two existing airports. The county has also considered building a new airport in the
far west part but to-date has not pursued this possibility. It seems that very little large expenditures
on aviation can be expected in the future.
F. Pipeline and Barge
These two means of transportation in the county are hardly affected by any of the governing of the
county. It is unlikely that little will change in these two modes in the future.
127

APPENDICES

APPENDIX A
EXECUTIVE SUMMARY
MISSOURI BLUEPRINT FOR SAFER ROADWAYS
Missouri has lost more than 2,400 people in traffic crashes over the past two years. In addition,
thousands were disabled in these tragic events during that same time period.
To address this problem, the State is participating with the American Association of State Highway
Transportation Officials (AASHTO) in a national effort to reduce these preventable tragedies.
"Missouri's Blueprint for Safer Roadways" is a focused document developed by utilizing a
partnership approach that outlines strong opportunities to reduce fatal and serious injuries on
Missouri roadways.
The Blueprint will serve as an umbrella guide to increase coordination, communication, and
cooperation among state and local agencies, law enforcement, planning organizations, non-profit
organizations, and other safety advocates throughout the State. The Missouri Coalition for Roadway
Safety is charged with leading the statewide implementation effort to effectively deploy strategies
outlined in the Blueprint. In addition, regional plans will be developed to address targeted crash
problems in their respective areas.
Prior to the development of the document, more than 150 Missouri safety partners were contacted
to seek ideas and input concerning a statewide reduction goal, the document content, and successful
deployment strategies. The draft document was distributed to hundreds of safety partners throughout
the State for comment and review. As a result of these meetings and the review process, the final
Blueprint was compiled and Missouri's fatality reduction goal was set at "1,000 or fewer fatalities
by 2008." This is an 18.8 percent reduction from 2003.
To attain this goal, the diverse safety community representing the engineering, enforcement,
education, and emergency medical services areas must target their efforts and, in some cases,
redirect their resources. We must invest in strategies that hold great promise for reducing both fatal
and disabling injury crashes.
The "Essential Eight" are strategies Missouri must implement to make significant progress in
reaching the projected goal. These were identified through extensive data analysis, current research
findings, and best practices.
Essential Eight
• Pass a Primary Safety Belt Law and Maintain and Enhance Existing Safety Laws
• Increase Enforcement on Targeted Crash Corridors
• Increase Public Education and Information on Traffic Safety Issues
• Expand the Installation of Shoulder, Edgeline, and Centerline Rumble Strips
• Expand, Improve, and Maintain Roadway Visibility Features (i.e. markings, signs, lighting)
• Expand Installation of Median Three Strand Cable or Equivalent Barrier
• Effectively Deter, Identify, Arrest, and Adjudicate Alcohol and Other Drug Impaired Drivers
and Pedestrians
• Expand Installation and Maintenance of Roadway Shoulders and Clear Zones

APPENDIX B
2030 TRAFFIC VOLUME FORECASTS
MoDOT ROADS ST. CHARLES COUNTY

Appendix B
2030 Traffic Volume Forecasts
MoDOT Roads St. Charles County
Route/ Existing Forecasts 2000 to 2004 2000 to 2010 2010 to 2020 2020 to 2030
Location 2000 2004 2010 2020 2030 Change Percent Change Percent Change Percent Change Percent
I-70 at Missouri River 190,800 165,100 180,000 200,000 210,000 -25,700 -13.5% -10,800 -5.7% 20,000 11.1% 10,000 5.0%
I-70 e/o* Rt. 94 168,400 147,300 165,000 180,000 195,000 -21,100 -12.5% -3,400 -2.0% 15,000 9.1% 15,000 8.3%
I-70 e/o Zumbehl Rd. 148,400 129,500 140,000 155,000 165,000 -18,900 -12.7% -8,400 -5.7% 15,000 10.7% 10,000 6.5%
I-70 e/o Cave Sprgs. Rd. 128,200 125,000 130,000 145,000 155,000 -3,200 -2.5% 1,800 1.4% 15,000 11.5% 10,000 6.9%
I-70 e/o Rt. 370 105,000 106,200 110,000 130,000 140,000 1,200 1.1% 5,000 4.8% 20,000 18.2% 10,000 7.7%
I-70 e/o Mid Rivers Mall Dr. 132,400 134,000 150,000 165,000 175,000 1,600 1.2% 17,600 13.3% 15,000 10.0% 10,000 6.1%
I-70 e/o Rt. 79 119,100 134,000 150,000 165,000 175,000 14,900 12.5% 30,900 25.9% 15,000 10.0% 10,000 6.1%
I-70 e/o TR Hughes Dr. 98,000 114,600 125,000 145,000 155,000 16,600 16.9% 27,000 27.6% 20,000 16.0% 10,000 6.9%
I-70 e/o Rt. K & M 98,000 112,000 115,000 135,000 145,000 14,000 14.3% 17,000 17.3% 20,000 17.4% 10,000 7.4%
I-70 e/o Bryan Rd. 80,500 95,600 95,000 115,000 125,000 15,100 18.8% 14,500 18.0% 20,000 21.1% 10,000 8.7%
I-70 e/o Lake Saint Louis B. 75,400 82,000 85,000 95,000 105,000 6,600 8.8% 9,600 12.7% 10,000 11.8% 10,000 10.5%
I-70 e/o Rt. A 68,000 75,000 80,000 90,000 95,000 7,000 10.3% 12,000 17.6% 10,000 12.5% 5,000 5.6%
I-70 e/o U.S. 40/61 59,500 66,400 70,000 85,000 95,000 6,900 11.6% 10,500 17.6% 15,000 21.4% 10,000 11.8%
I-70 e/o Rt. Z 64,000 71,400 80,000 100,000 110,000 7,400 11.6% 16,000 25.0% 20,000 25.0% 10,000 10.0%
I-70 e/o Pearce Blvd. 59,200 72,200 75,000 90,000 100,000 13,000 22.0% 15,800 26.7% 15,000 20.0% 10,000 11.1%
I-70 e/o Rt. T 48,900 56,400 60,000 75,000 90,000 7,500 15.3% 11,100 22.7% 15,000 25.0% 15,000 20.0%
I-64 at Missouri River 69,100 77,500 90,000 110,000 120,000 8,400 12.2% 20,900 30.2% 20,000 22.2% 10,000 9.1%
U.S. 40/61 w/o Rt. K 30,200 38,200 50,000 70,000 80,000 8,000 26.5% 19,800 65.6% 20,000 40.0% 10,000 14.3%
U.S. 40/61 w/o Rt.DD 29,300 34,500 45,000 65,000 75,000 5,200 17.7% 15,700 53.6% 20,000 44.4% 10,000 15.4%
U.S. 40/61 w/o Rt. N 28,400 31,100 42,000 55,000 65,000 2,700 9.5% 13,600 47.9% 13,000 31.0% 10,000 18.2%
U.S. 40/61 w/o Lake STL 28,400 31,100 40,000 55,000 65,000 2,700 9.5% 11,600 40.8% 15,000 37.5% 10,000 18.2%
U.S. 61 s/o Lincoln Co. 30,000 32,800 37,000 45,000 50,000 2,800 9.3% 7,000 23.3% 8,000 21.6% 5,000 11.1%
U.S. 61 n/o I-70 29,300 33,100 32,000 40,000 50,000 3,800 13.0% 2,700 9.2% 8,000 25.0% 10,000 25.0%
U.S. 67 s/o Mississippi R. 28,300 25,800 30,000 32,000 34,000 -2,500 -8.8% 1,700 6.0% 2,000 6.7% 2,000 6.3%
Rt. 79 s/o Lincoln Co. 11,900 13,300 15,000 17,000 18,000 1,400 11.8% 3,100 26.1% 2,000 13.3% 1,000 5.9%
Rt. 79 n/o I-70 15,700 18,900 22,000 25,000 27,000 3,200 20.4% 6,300 40.1% 3,000 13.6% 2,000 8.0%
Rt. 94 e/o Rt. J 2,900 2,700 3,000 3,200 3,400 -200 -6.9% 100 3.4% 200 6.7% 200 6.3%
Rt. 94 n/o Rt. 370 12,000 16,000 18,000 20,000 22,000 4,000 33.3% 6,000 50.0% 2,000 11.1% 2,000 10.0%
Rt. 94 n/o I-70 22,800 25,100 28,000 28,000 28,000 2,300 10.1% 5,200 22.8% 0 0.0% 0 0.0%
Rt. 94 s/o I-70 50,400 56,900 60,000 64,000 66,000 6,500 12.9% 9,600 19.0% 4,000 6.7% 2,000 3.1%
Rt. 94 n/o Rt. 364 45,000 47,000 50,000 56,000 64,000 2,000 4.4% 5,000 11.1% 6,000 12.0% 8,000 14.3%
Rt. 94 s/o Harvester 38,400 42,700 60,000 N/A N/A 4,300 11.2% 21,600 56.3% N/A N/A N/A N/A
Rt. 94 s/o Kisker 45,200 48,000 52,000 N/A N/A 2,800 6.2% 6,800 15.0% N/A N/A N/A N/A
Rt. 94 s/o Mid-Rivers M. Dr. 37,400 40,000 45,000 50,000 55,000 2,600 7.0% 7,600 20.3% 5,000 11.1% 5,000 10.0%

Appendix B
(Continued)
Route/ Existing Forecasts 2000 to 2004 2000 to 2010 2010 to 2020 2020 to 2030
Location 2000 2004 2010 2020 2030 Change Percent Change Percent Change Percent Change Percent
Rt. 94 n/o I-64 35,000 45,000 50,000 55,000 60,000 10,000 28.6% 15,000 42.9% 5,000 10.0% 5,000 9.1%
Rt. 94 s/o I-64 11,500 12,500 13,500 15,000 16,000 1,000 8.7% 2,000 17.4% 1,500 11.1% 1,000 6.7%
Rt. 94 n/o Rt. DD 3,000 3,000 3,200 3,400 4,000 0 0.0% 200 6.7% 200 6.3% 600 17.6%
Rt. 94 e/o Rt. T 2,900 2,900 3,000 3,200 3,500 0 0.0% 100 3.4% 200 6.7% 300 9.4%
Rt. 364 at Missouri R. N/A 50,000 60,000 75,000 80,000 N/A N/A N/A N/A 15,000 25.0% 5,000 6.7%
Rt. 364 w/o Upper Bottom N/A 45,000 54,000 67,000 70,000 N/A N/A N/A N/A 13,000 24.1% 3,000 4.5%
Rt. 364 n/o Harvester Rd. N/A 55,000 54,000 80,000 85,000 N/A N/A N/A N/A 26,000 48.1% 5,000 6.3%
Rt. 364 s/o Harvester Rd. N/A N/A N/A 65,000 70,000 N/A N/A N/A N/A N/A N/A 5,000 7.7%
Rt. 364 s/o Jungermann Rd. N/A N/A N/A 60,000 65,000 N/A N/A N/A N/A N/A N/A 5,000 8.3%
Rt. 364 s/o Central School N/A N/A N/A 55,000 60,000 N/A N/A N/A N/A N/A N/A 5,000 9.1%
Rt. 364 s/o Kisker Rd. N/A N/A N/A 50,000 60,000 N/A N/A N/A N/A N/A N/A 10,000 20.0%
Rt. 364 n/o Mid R. Mall Dr. N/A N/A N/A 50,000 60,000 N/A N/A N/A N/A N/A N/A 10,000 20.0%
Rt. 364 w/o Mid R. Mall Dr. N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Rt. 364 w/o Rt. K N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Rt. 364 w/o Bryan Rd. N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Rt. 370 at Missouri R. 58,000 61,000 70,000 80,000 85,000 3,000 5.2% 12,000 20.7% 10,000 14.3% 5,000 6.3%
Rt. 370 e/o Elm St. 57,500 60,000 66,000 75,000 75,000 2,500 4.3% 8,500 14.8% 9,000 13.6% 0 0.0%
Rt. 370 w/o Elm St. 57,100 58,800 59,000 68,000 65,000 1,700 3.0% 1,900 3.3% 9,000 15.3% -3,000 -4.4%
Rt. 370 n/o I-70 50,000 51,500 56,000 63,000 60,000 1,500 3.0% 6,000 12.0% 7,000 12.5% -3,000 -4.8%
Rt. K s/o I-70 35,000 45,000 60,000 65,000 68,000 10,000 28.6% 25,000 71.4% 5,000 8.3% 3,000 4.6%
Rt. K n/o Rt. N 20,000 30,000 43,000 48,000 55,000 10,000 50.0% 23,000 115.0% 5,000 11.6% 7,000 14.6%
Rt. K s/o Rt. N 15,000 25,000 35,000 40,000 45,000 10,000 66.7% 20,000 133.3% 5,000 14.3% 5,000 12.5%
Rt. K n/o U.S. 40/61 11,400 20,000 28,000 35,000 40,000 8,600 75.4% 16,600 145.6% 7,000 25.0% 5,000 14.3%
Rt. N w/o Mid R. Mall Dr. * 6,000 8,000 10,000 12,000 13,000 2,000 33.3% 4,000 66.7% 2,000 20.0% 1,000 8.3%
Rt. N e/o Rt. K 11,700 13,600 16,000 18,000 17,000 1,900 16.2% 4,300 36.8% 2,000 12.5% -1,000 -5.6%
Rt. N w/o Rt. K 10,400 21,000 25,000 30,000 35,000 10,600 101.9% 14,600 140.4% 5,000 20.0% 5,000 16.7%
Rt. N w/o Bryan Rd. 5,000 8,000 15,000 20,000 25,000 3,000 60.0% 10,000 200.0% 5,000 33.3% 5,000 25.0%
Rt. N w/o U.S. 40/61 4,500 6,600 10,000 15,000 22,000 2,100 46.7% 5,500 122.2% 5,000 50.0% 7,000 46.7%
Rt. N w/o Rt. Z 3,200 3,800 5,000 8,000 12,000 600 18.8% 1,800 56.3% 3,000 60.0% 4,000 50.0%
Rt. A n/o I-70 4,900 12,100 14,000 16,000 18,000 7,200 146.9% 9,100 185.7% 2,000 14.3% 2,000 12.5%
Rt. A e/o U.S. 61 4,200 10,600 12,000 14,000 16,000 6,400 152.4% 7,800 185.7% 2,000 16.7% 2,000 14.3%
Rt. P w/o Rt. M 7,400 9,100 12,000 14,000 16,000 1,700 23.0% 4,600 62.2% 2,000 16.7% 2,000 14.3%
Rt. P e/o U.S. 61 2,500 3,300 6,000 8,000 10,000 800 32.0% 3,500 140.0% 2,000 33.3% 2,000 25.0%
Rt. Z I-70 to Rt. N 7,100 11,000 17,000 18,000 20,000 3,900 54.9% 9,900 139.4% 1,000 5.9% 2,000 11.1%