St. Louis, MO--IL Urbanized Area Congestion Report
In the line graphs below, FHWA uses Data Collection Year instead of Data Reporting Year to represent snapshot condition/performance at the time the data was collected. More information
The St. Louis, MO--IL Urbanized Area covers parts of Illinois and Missouri. Targets are agreed upon by several transportation agencies and apply to the entire area.
Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita
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Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita 2017 2018 2019 2020 2021 Condition/Performance -- -- 9.5 4.9 6.6 Targets -- -- -- -- 9.5 -
Behind the data: For the first performance period only, baseline condition and 2-year targets are not required for the Peak-Hour Excessive Delay measure.
Annual Hours of Peak-Hour Excessive Delay (PHED) Per Capita
- Basis for Targets
- 2-yr Progress
- Basis for 4-yr Target Adjustment
- 4-yr Planned Activities
- 4-yr Progress
(Illinois) PHED data was only available for the previous year, making it impossible to discern a trend with regards to PHED. However, other East West Gateway Council of Governments congestion analysis suggests potentially slight increases in congestion in certain areas of the region. Given the uncertainty and lack of data, East West Gateway Council of Governments adopted a target of maintaining current levels of PHED (9.5 hours per year) at least through the first performance period, at which point there should be better available data to reset targets if necessary.
(Missouri) Since there is only one year of available data and no documented history on this measure, there was nothing available to discern a trend. However, other East-West Gateway Council of Governments (EWGCOG) congestion analysis suggests potentially slight increases in congestion in certain areas of the region. Given the uncertainty and lack of data, IDOT, MoDOT, and EWGCOG agreed on a target of maintaining current levels of PHED of 9.50 hours per year.
N/AN/AN/A(Illinois) While increased investments in traffic congestion reduction may have contributed to this decrease, most of the decrease can be attributed to the Covid-19 Pandemic.
(Missouri) The actual value of 6.6 is better than the four year target of 9.5 so the target was met. While increased investments in traffic congestion reduction may have contributed to this decrease, most of the decrease can be attributed to the COVID-19 pandemic.
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Data Sources:
2018, 2020, 2022 Biennial Performance Report
2020, 2021, 2022 HPMS Data Submittal
Non-Single Occupancy Vehicle (Non-SOV) Travel
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Non-Single Occupancy Vehicle (Non-SOV) Travel 2017 2018 2019 2020 2021 Condition/Performance 17.8 17.8 17.7 17.7 19.5 Targets -- -- 16.7 -- 17.7 -
Behind the data: The State used data collection Method A (American Community Survey), as defined in 23 CFR 490.709(f)(1)(i), in establishing their targets.
Non-Single Occupancy Vehicle (Non-SOV) Travel
- Basis for Targets
- 2-yr Progress
- Basis for 4-yr Target Adjustment
- 4-yr Planned Activities
- 4-yr Progress
(Illinois) For Non- Single Occupancy Vehicle Occupancy, the St. Louis area considered that commuters in the core of the region (city of St. Louis, St. Louis County, and St. Clair County) were more likely to take public transportation, bike, and walk while those in the outlying counties have a higher tendency to carpool or work from home. The city of St. Louis has the largest proportion of non-SOV commuters, 27.3 percent, and the largest proportion of public transportation commuters (9.8 percent), bicyclists (0.9 percent), and walkers (4.3 percent). Franklin and Jefferson counties have the largest proportions of carpoolers, both over 9 percent. Monroe and St. Charles counties have the largest proportions of people working from home, both over 5 percent.
(Missouri) When developing the target for this measure, EWGCOG only had access to census data from 2009-2016, with 2016 having a baseline of 16.4%. Non-SOV mode share has remained relatively constant over this time period, with slight increases and decreases which may be explained by the sample data utilized by the ACS. Given recent investments in bicycle/pedestrian facilities, as well as the St Louis Metro’s reorganization of its system, IDOT, MoDOT, and EWGCOG agreed on a two year target of 16.7% and a four year target of 17.0%. The 2017 baseline was recently published at 17.8% and was not available at the time of setting the two and four year targets.
(Illinois) 2019 data shows an increase in non SOV to 17.7%, this is do in large part to work from home increasing.
(Missouri) EWGCOG established a two-year and four-year target for Non-SOV travel of 16.7% and 17.0%, respectively. According to 2019 ACS data, the current performance for the region is 17.7% Non-SOV travel. When targets were developed in the initial CMAQ Performance Plan, EWGCOG did not have access to the most current data prior to setting targets. The two-year target of 16.7% was met and exceeded expectations. See CMAQ Mid Performance Plan for more details.
(Illinois) E/W Gateway - data shows an increase in work from home and the data for 2019 suggest that the real Non SOV for the area is 17.7%. So after meetings with the DOTs the MPO made the switch to 17.7% for a 4-year target.
(Missouri) EWGCOG recommends increasing the four-year target to 17.7%. Connected2045, EWGCOG’s long range transportation plan, demonstrates that emerging technologies are expected to have a positive impact on alternatives to automobile use. Given the COVID-19 pandemic, more workers are expected to telecommute and this will have a significant impact on the percent of Non-SOV travel. By increasing the target from 17.0% to 17.7%, the agency will also incorporate the most recent census data trends. See CMAQ Mid Performance Plan for more details.
N/A(Illinois) While increased investments facilities that promote Non-SOV travel may have contributed to this increase, most of the increase can be attributed to the Covid-19 Pandemic. Both Madison County and St. Clair County received CMAQ transit money for employee ride to work programs and other mode shift adverting. Also, Madison County received funding for cleaner diesel buses which could have increased attractiveness for use of transit in place of a SOV trip.
(Missouri) The revised four year target was 17.7% compared to the 2020 Non-SOV travel percentage at 19.5%, so the target was met. While increased investments facilities that promote Non-SOV travel may have contributed to this increase, most of the increase can be attributed to the COVID-19 pandemic.
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Data Sources:
2018, 2020, 2022 Biennial Performance Report
2018, 2019, 2020, 2021, 2022 HPMS Data Submittal