PRIORITY PROJECTS
AND INITIATIVES

This chapter outlines priority projects and initiatives upon which the Port District will focus its attention in the short and long term.  The list below is not inclusive of all strategic decisions of the Port District.  Chapter 4 lists in greater detail strategic objectives and goals for the Port District.  This chapter is intended to create focus on key projects and initiatives.  It is expected that as these items are completed, other priorities from the strategic objectives and goals will become focused areas of attention.

This chapter describes seven short term priorities and six long term priorities.  The priorities are:

Short Term (1-3 Years) Priorities
Use the Water Resources, Reform and Development Act (WRRDA) Bill to create certainty for private sector Investment along the Kaskaskia River and within the Port District.
Develop Phase 1 of the Fayetteville Port.
Develop public/private partnerships for river maintenance including channel dredging.
Strengthen Scott Air Force Base Multi-Modal Shipping Options by Utilizing the Kaskaskia River as a primary or redundant shipping option. 
Create new corporate graphic standards including a Port District brand/logo and develop a marketing/communications plan.
Evaluate the potential for the Kaskaskia Regional Port District to include all of St. Clair County and the Southwest Regional Port District.
Update annually the list of top five Port District capital improvement projects.

Long Term Priorities
Identify and implement stewardship best practices to reduce silt in the Kaskaskia River from head-cutting, agriculture, and urbanization.
Identification, master planning, and development of new Port Facility between Evansville and the Lock and Dam.
Full analysis study of raising the Kaskaskia River Navigation Pool elevation.
Promote the development of the Prairie State Energy Campus and other opportunities for large development sites.
Implementation of freight priority projects and routes for rail and highway.
Promote a four-lane highway within the Port District.

1.  Use the Water Resources, Reform and Development Act (WRRDA) Bill to Create Certainty for Private Sector Investment along the Kaskaskia River and within the Port District

Strategic Importance
The Water Resources, Reform and Development Act (WRRDA) Bill could create long term funding for capital and maintenance projects within the Kaskaskia River Project. A secure revenue stream could inspire confidence for existing businesses and incent new businesses to invest in facilities along the Kaskaskia River and within the Port District.  The Kaskaskia River is also a critical source for community and power generation water supplies, effecting millions in the Midwest.  Recreational tourism adds major additional revenue to the region and state.

Context and Background
Recent Corps of Engineers budget constraints have deferred some maintenance activities including dredging.  The result is a perception of uncertainty about long term maintenance and capital improvements for the Kaskaskia River Project.  The uncertainty is delaying private business investment for existing or new facilities.  However, this reticence is marginally unjustified. Considering the Kaskaskia River solely as a navigation channel and means of shipping limits its significance.  The Kaskaskia is of critical importance for water supplies and recreation.  

The river provides water for multiple communities, industry, and for power generation.  More than 3000 megawatts of combined power is generated at Dynegy’s Baldwin facility and Prairie State Energy Campus. Prairie State draws water from an intake near New Athens.  Dynegy’s intake is near Baldwin. Prairie State Energy Campus was a recent multi-billion dollar construction project.  The combined annual regional impact of the two power plants is significant.  

Approximately 250,000 visitors annually use the river and adjacent lands for birding, boating, fishing, hunting, hiking, and other recreational purposes.  

Combining shipping, electrical generation, water supply, and recreation, the regional economic impact of the Kaskaskia River is more than a billion dollars annually. Comparatively, a small investment for maintenance and capital improvements would leverage huge returns in addition to increasing confidence for private sector investment.

The WRRDA Bill provides for new ways to partner with the Corps of Engineers including pilot initiatives and other public/private partnership opportunities.  

Recommendations   
The Port District should work with the regional congressional delegation and the Corps of Engineers to ensure that the Water Resources, Reform and Development Act (WRRDA) creates long term certainty for Kaskaskia River capital projects and maintenance activities.  Focus should also be given to changing the Corps of Engineers benefit/cost analysis beyond tonnage dependent.  The Port District should also fully explore pilot programs and public/private partnerships within the WRRDA Bill.

The Port District should work with appropriate partners to annually reassess the economic impact and significance of the Kaskaskia River for electrical generation, shipping, water supply, and recreation.  

2. Develop Phase One of the Fayetteville Port.

Strategic Importance
The Fayetteville Port will be a huge asset for the Port District as it will increase shipping tonnage. In addition, the Fayetteville Terminal is strategically located proximate to the many businesses in the region, and will benefit area industry and agribusiness.  Finally, the terminal has the opportunity to provide primary and redundant shipping options for Scott Air Force Base, just 16 miles from the Fayetteville Terminal.  

Context and Background
At river mile 36, Fayetteville is the northernmost possible facility on the Kaskaskia River. The proposed terminal is on the river’s east bank just south of Illinois State Road 15. KRPD has been approved for an IDOT EDP grant for access road construction. Construction is expected in 2014.    

Recommendations
The Port District should move forward with Phase One of the Fayetteville Terminal facility master plan.  Phase One consists of access road construction from Illinois Route 15 and development of a grain terminal facility.  Future phases of the Fayetteville Terminal include possible facilities for aggregate, fertilizer, natural gas, and coal.

3.  Develop Public/Private Partnerships for River Maintenance Including Dredging of the Channel.

Strategic Importance
The opportunity for public/private partnerships for river maintenance, especially dredging, would create more investment by existing or new river businesses, as there would be more certainty of a navigable river channel.   The Water Resources, Reform and Development Act (WRRDA) Bill offers the opportunity for greater flexibility and innovation for maintaining and improving the inland waterway system, including the Kaskaskia River.  

Context and Background 
Currently, the Corps of Engineers is responsible for maintaining the navigable channel, including dredging.  However, recent budget limitations have often deferred dredging activities. The expected Water Resources, Reform and Development Act (WRRDA) would provide greater flexibility in capital and maintenance projects for port and waterway projects, including the use of public/private partnerships.  

Although models of public/private partnerships will become more apparent as the WRRDA bill is implemented.  It is also expected that the WRRDA bill will provide for pilot programs to test various public/private partnership opportunities.  One possibility is bidding of river maintenance by the KRPD or other government entity, in lieu of direct control by the Corps of Engineers.  

Another opportunity for partnership is to permanently locate a dredge owned by the Illinois Department of Natural Resources (IDNR) at the Kaskaskia River.  Operation of the dredge by IDNR or other third-party would reduce the dependence of dredging by the U.S. Army Corps of Engineers on the Kaskaskia River.

Recommendations
The Port District should coordinate with other regional Port Districts, the Illinois Department of Transportation, and the regional congressional delegation to seek opportunities for WRRDA pilot programs to allow public/private partnerships for river maintenance.

The Port District should coordinate with the U.S. Army Corps of Engineers and the Illinois Department of Natural Resources (IDNR)  to develop an agreement for the IDNR to operate their dredge on the Kaskaskia River.

4.  Strengthen Scott Air Force Base Multi-Modal Shipping Options by Utilizing the Kaskaskia River as a Primary or Redundant Shipping Option. 

Strategic Importance
Scott Air Force Base is the largest employer in Southwestern Illinois with more than 12,000 active duty and civilian personnel.  The base generates over $3 billion in economic impact to the bi-state region.  As a major economic engine, transportation networks and supply of materials to the base is of critical importance.  

Scott Air Force Base is very close to the Kaskaskia River.  The future Fayetteville Terminal, a new facility under development by the Port District at River Mile 36 at Fayetteville, is only 16 miles from Scott Air Force Base.  Using the Kaskaskia River as a primary or redundant shipping option for Scott Air Force Base would potentially reduce transportation costs and provide increased flexibility for multi-modal shipping options.

Context and Background
Currently the majority of base supplies are transported via highways.  With proximity to Interstate 64, the base has excellent access to the Interstate network. Although the amount of goods and supplies to the base via the rail line is thought to be limited, the facility is adjacent to a Norfolk Southern Class 1 rail line. 

A future Port District facility at Fayetteville would be approximately 16 miles from the base, offering the opportunity for several primary or redundant shipping options. First, the Fayetteville facility could be a transload location for fuel.  Fuel could come in via barge and then be piped from Fayetteville to Scott Air Force Base.  A fuel pipeline from Fayetteville to the base would offer several advantages.  A Fayetteville to Scott Air Force Base pipeline would be less than one-half the distance than a pipeline from refineries in the Hartford and Roxana, Illinois areas. Second, a pipeline from Fayetteville would provide access to additional fuel sources and suppliers, and limit dependence on regional refineries.  (See Figure 7.2) 

Additional study and analysis would be required to determine the feasibility of utilizing a pipeline from Fayetteville to Scott Air Force Base for fuel shipments, especially as a primary means of fuel delivery.   Transportation logistics, costs, and supply sources would all have to be analyzed.  If a Fayetteville pipeline would not be feasible as a primary means of fuel shipment, its value as a redundant or backup supply could be significant.  

A Fayetteville facility could also serve Scott Air Force Base through shipments of bulk commodities, project cargo, or container-on-barge freight.  Project cargo might have the greatest utility and value for the base.  Large items that require special truck or rail movements can best be shipped via barge and then transported short distances from the barge by truck or rail to their final destination.  An example of project cargo was equipment shipped during the building of the Prairie State Energy Campus. Several large assemblies were brought up river via barge. Project cargo via Fayetteville would have to be highway transported only 16 miles, compared to a longer route of Mississippi River shipping. In addition, the highway route from Fayetteville offers less congestion than routes from Mississippi River facilities.  (See Figure 7.1) 

Recommendations
The Port District should coordinate with Scott Air Force Base and regional economic development leaders to fully evaluate the feasibility of using the future Fayetteville Facility as a primary or redundant shipping option for the base.  Evaluation should include two main opportunities.  First, to use Fayetteville as a transload site for fuel.  Second, to analyze bulk, project cargo, and container-on-barge opportunities for Scott Air Force Base.  

5.  Create New Port District Corporate Graphic Standards Including a Brand/Logo and Develop a Marketing/Communications Plan.

Strategic Importance
The Port District’s logo is displayed on signage, electronically and in printed materials and other venues. The logo is often the first impression of the Port District by the public, elected officials, and businesses.  With the axiom of “you never have a second chance to make a first impression” in mind, it is important that the first impression of the Port District is one of a modern and forward thinking organization. Other regional Port Districts like America’s Central Port and the St. Louis Port Authority have recently updated their logo and brands. KRPD should do likewise. 

Context and Background
The current Port District logo was developed in the 1970s with the graphic design standards and tools of the time. The logo reflects those limitations. Graphic design standards have evolved in the decades since as have the means to create them. 

Recommendations
The Port District should develop corporate graphic standards that include a Port District logo. Graphic standards include guidelines for font usage, colors, etc. Graphic standards, including the logo should convey the values and vision of the Port District. KRPD should also develop a marketing and communications plan based on IKE Recovery Plan recommendations and staff and board input.

6.  Evaluate the Potential for the Kaskaskia Regional Port District to Include all of St. Clair County and the Southwest Regional Port District.

Strategic Importance
KRPD is unique regionally as it includes facilities on two rivers, the Kaskaskia and the Mississippi. If the Port District included all of St. Clair County, there would be increased synergy for economic development. The Port District could better coordinate development opportunities by providing options for river facilities and access on either the Kaskaskia or Mississippi Rivers.  

Context and Background
Currently, the Port District has facilities on both the Kaskaskia and Mississippi Rivers, although the Kellogg Dock is the only KRPD-owned facility on the Mississippi River within the Port District boundary.  The Port District boundary includes all of Randolph and Monroe Counties, and the southeastern two-thirds of St. Clair County (See Figure 2.1 on page 20).  The Southwest Regional Port District includes the western one-third of St. Clair County with the townships of Canteen, Centerville, East St. Louis, Stites, and Sugar Loaf. 

Any changes in boundary of the Port District would require changes in the Illinois state statute.  

A perceived concern of absorbing the Southwest Regional Port District would be increased economic development in St. Clair County at the potential expense of development in Monroe and Randolph Counties.  However, this is unlikely.  Development of regional river terminals and facilities are often not in cross-purpose or direct competition.  Sources and destinations of materials and transportation connections are usually more critical factors in the location of river facilities and terminals.  A broader Port District boundary would likely increase economic development in all three counties as KRPD would benefit from greater marketing efficiencies and points of contact for business and industry.
 
Recommendations
KRPD should continue the evaluation of absorbing the Southwest Regional Port District.  The evaluation should include examining existing leases, liabilities, documents of incorporation, and past board meeting minutes.  The evaluation should also analyze full incorporation of the Southwest Regional Port District into the Kaskaskia Regional Port District (which would require a revised state statute),  versus other options such as a memorandum of understanding or other means for partnership, increased collaboration, or synergies of services.

7.  Update Annually the list of Top Five Port District Capital Improvement Projects.

Strategic Importance
An annually prioritized list of capital improvement projects would ensure that the Port District is focusing resources on those projects.  The capital improvement list would also provide prioritization when grant or agency funding opportunities arise. 

Context and Background
Capital improvement programs are usually developed for five-year cycles with priority projects updated annually.  Outlining a five-year capital improvement program with yearly updates would assist the Port District in managing its budget and in pursuing additional revenue sources.

Recommendations
The Port District should develop a five-year capital improvement plan with a list of projects and expected costs.  The capital improvement program should be updated annually with the top five capital projects identified.

1.  Identify and Implement Stewardship Best Practices to Reduce Silt in the Kaskaskia River from Head-Cutting, Agriculture, and Urbanization.

Strategic Importance
Reducing silt in the Kaskaskia River would provide multiple advantages.  For shipping, maintaining a navigable channel within the Kaskaskia River is critical and dredging is required to maintain a navigable channel depth.  Reducing silt would decrease the need and cost for dredging.  

Reductions in silt would also improve water quality in the Kaskaskia River.

Context and Background 
Currently, silt comes from three sources:  head cutting, agriculture, and urbanization within the watershed.  Although the amount of silt per source is unknown, it is thought that the majority of silt comes from head cutting within the Kaskaskia and tributaries north of Fayetteville.  A prior attempt to address head cutting was the completion of a grade control structure in 1982 just north of Fayetteville.  While the structure did help alleviate some of the head cutting problem, head cutting has continued. In 2003, the St. Louis District of the Corps of Engineers conducted a study looking at recommendations to address head cutting. The 2003 report proposed six possible solutions to the head cutting problem, although no final recommendation was made in the report.  There is an opportunity to combine further analysis and a recommendation for a head cutting solution with part of a larger Environmental Assessment (EA) examining the impacts of raising the navigational pool elevation.

Agriculture and urbanization within the Kaskaskia watershed are also silt sources. Many existing federal, state, and local programs are of benefit.  One Illinois program is the Conservation Reserve Enhancement Program (CREP).  The Kaskaskia and Illinois River watersheds are the two priority watersheds in the state for CREP.  Started in 2010, the program is an enhanced version of the federal Conservation Reserve Program (CRP). The program is voluntary and eligible farmland for the program includes land within the 100-year floodplain, land that qualifies as a wetland, or highly erodible land adjacent to the floodplain.

Urbanization, especially within the Silver Creek and Richland Creek watersheds, are sources of silt.  Although recent increases in best practices for site development have significantly reduced erosion and silt from development and urbanization, there is still significant room for improvement.  Green infrastructure strategies, especially within the Silver and Richland Creek watershed would provide significant benefits.

Recommendations
The Port District should coordinate with the Corps of Engineers to fully evaluate and propose a solution to the head cutting problem as part of a larger environmental assessment for raising the navigational pool elevation.

The Port District should work with regional stakeholders like Farm Bureau and Soil Water and Conservation Districts to promote programs such as CREP to decrease silt from agricultural sources.  Increased awareness and education of the importance of these programs is vital.

The Port District should support regional green infrastructure strategies, especially in the Silver Creek and Richland Creek watersheds that would benefit silt reduction from urbanization.  
The Port District should promote benefits of programs like CREP for shipping, water quality, habitat, and environmental advantages.

2.  Identification, Master Planning, and Development of a New Port Facility between Evansville and the Lock and Dam.

Strategic Importance
An additional Port District facility between Evansville and the Lock and Dam would have several advantages.  One, the facility would be able to take advantage of the deeper drafts on the southern part of the Kaskaskia River.  Second, the location would have multi-modal transportation options with highway access to Route 3, proximity to the Mississippi River, and rail connection via a short spur to a Class 1 railroad (Union Pacific).  Finally, the facility would be close to the limestone bluffs and provide for a safe harbor on a pooled river. 

Context and Background 
Currently, the closest Kaskaskia River facility to the Lock and Dam is the Gateway FS grain terminal in Evansville.  The next facility is KRPD #2 at river mile 18.5.  A river facility south of Evansville would provide a facility proximate to the Lock and Dam.  

A facility on the southern Kaskaskia could exploit deeper drafts.  On the lower Kaskaskia River, barges can often be loaded to 10’ to 10.5’ compared to 9.5’ on the upper Kaskaskia River. 

The Port District owns property between Evansville and the Lock and Dam and the Kaskaskia River Navigation Project Land and Water Use Master Plan identifies multiple areas as either ‘Industrial Use’ or ‘Multiple-Use Management.’ In 2014, a draft plan for a multi-modal industrial park was submitted to the federal Comprehensive Economic Development Strategy (CEDS) plan. The facility would be located near Roots Road and a rail line on the south Kaskaskia between Evansville and the Lock and Dam.      

Recommendations
The Port District should develop a master plan considering the CEDS submission. 
3.  Full Analysis Study of Raising the Kaskaskia River Navigation Pool Elevation.

Strategic Importance
The current Kaskaskia River navigation pool elevation is 368.8 feet (NGVD – National Geodetic Vertical Datum).  Raising the pool elevation 1.0 foot to 369.8 feet provides several potential advantages for shipping, water supply, recreation, and wildlife habitat on the Kaskaskia River.   

The Kaskaskia River is sometimes at a competitive shipping disadvantage compared to the Mississippi River for barge loads.  During normal conditions, barges on the Mississippi River can be loaded to a depth of 12.5 feet.  On the Kaskaskia River barges can only be loaded to a depth of 9.5 feet (10.5 feet in the southern section).  For shipping, an increasee in pool elevation to 369.8 feet would potentially make barge loads more competitive with barges on the Mississippi River. 

Raising the pool elevation 1.0 foot to 369.8 feet would also increase the available water supply for communities, business, and industry that are served by the Kaskaskia River.  

Context and Background
Any change in the Kaskaskia River navigation pool elevation requires a change to the Kaskaskia Basin Water Control Plan. Proposed changes will also require an environmental assessment to consider impacts of a higher pool elevation compared to maintaining the current level.

In 1989, a deviation to the water control plan was granted to raise the pool elevation from 368.0 feet to 368.8 feet.  That level has been the fixed elevation since. The reason for that request was to provide additional water supply to make certain lockages possible. 

The deviation to the water control plan continued from 1989 to 1992.  In 1992, the St. Louis District of the U.S. Army Corps of Engineers conducted an environmental assessment that examined the impacts of the 368.8 feet pool elevation compared to the 368.0 feet pool elevation.  The environmental assessment resulted in a Finding of No Significant Impact (FONSI).    

The 1992 environmental assessment found many benefits of the increased pool elevation in addition to the original rationale. Benefits included:  increased fish access to backwater habitats, improved recreational fishing opportunities, and more dependable water intake devices.

In 2004 the St. Louis District of the U.S. Army Corps of Engineers conducted an environmental assessment with a finding of No Significant Impact (FONSI) to maintain the navigation pool at 368.8 feet. 

Raising the navigation pool elevation from 368.8 feet to 369.8 feet has the potential to offer similar benefits of the last elevation change of 1989.  Increased barge loads, decreased dredging, increased fish access to backwater habitats, increased water supply and more dependable water intake devices are all potential benefits.  

However, there are potential disadvantages to a raised pool elevation of 369.8 feet.  One, the existing gate elevation at the Lock and Dam is 370.0 feet.  With the current navigation pool elevation of 368.8 feet there is currently 1.2 foot of freeboard available.  Increasing the navigation pool elevation to 369.8 feet would reduce the freeboard to just 0.2 foot.

Second, while it is possible to easily document the static change in the navigation pool elevation from 368.8 feet to 369.8 feet and the resulting effect on adjacent land, documenting impacts during storm and flood events would require additional analysis.  For example, during a flood event, the river pool elevation fluctuates along the length of the river. To illustrate the example, during a September, 2012 flood event, the river elevation at Fayetteville was 372.44 feet (RM 36.1). At Red Bud the elevation was 369.39 feet (RM 19.3) and at the Lock and Dam (RM 0.8) the elevation was 368.89 feet.  Normally during a static navigation pool, all three locations are nearly identical in depth. (Staff Gage Float Well and G.O.E.S Telemetered Data Collection Platform, St. Louis District, Corps of Engineers.)   

Raising the navigation pool elevation to 369.8 feet from 368.8 feet would impact additional acreage of land that would be inundated by the navigation pool.   While contour mapping was developed along the Kaskaskia River corridor as part of this study, determining acreage impacted by the raised pool elevation was beyond the scope of this report.   In addition,  analysis would have to be conducted on the impact of the raised pool elevation on future flood events.  The river dynamics and navigation pool elevation based on the size, location, and duration of regional rain events can be complex and would require more detailed analysis.

Third, while decreased dredging is a possible benefit of a higher navigation pool elevation, it is beyond the scope of this report to adequately analyze the impact of the pool elevation on dredging. Finally, while the 1992 environmental assessment of increasing the navigation pool elevation to 368.8 feet from 368.0 feet found that the increased elevation would benefit wildlife and fish populations, it is beyond the scope of this report to adequately analyze if additional rise in the pool elevation would be of further benefit, have no impact, or have negative impacts.

Fourth, the Lock and Dam will need to be assessed for its ability to handle an increased elevation of 369.8 feet.  There is the opportunity to conduct this assessment as part of a greater assessment of the Lock and Dam capital improvement needs.  In 2014, the Lock and Dam will be more than 40 years old and nearing the end of its original design life.  Now is the time to study, evaluate, and recommend any changes to the water control plan.

Recommendations
There are many potential benefits of raising the navigation pool elevation from the current 368.8 feet to 369.9 feet.  However, it is beyond the scope of this report to adequately analyze the potential benefits, disadvantages, or no impact. Because of the potential benefits to shipping, water supply, and habitat (and because there is previous precedent in raising the navigation pool elevation), a formal environmental assessment should be conducted.

The Port District should coordinate with the St. Louis District Corps of Engineers to conduct an environmental assessment to study the impact of raising the navigation pool.  The study should include not only analyzing the impacts of a full 1.0 foot rise, but also the potential benefits and impacts of a rise at any point between 368.8 feet to 369.8 feet.  

The environmental assessment would be an 18-30 month process.  The environmental assessment would include:
Extensive public engagement and input.
Full analysis of advantages, disadvantages, or no-impact.  
Analysis of the raising the elevation, but less than a full one foot increase (0.5 foot to 1.0 foot).

4.  Promote Development of the Prairie State Energy Campus and Other Opportunities for Large Development Sites.

Strategic Importance
The Prairie State Energy Campus is an economic development engine for proximate industrial development. Large tracts of lands and access to competitive energy rates are advantages.  

Context and Background 
The Prairie State Energy Campus includes a power plant and adjacent coalmine with 30-year reserves.  The plant produces 1,600 MWs of electricity per year.  Its location in Washington County gives the plant access to a coal source, water supply and river access (via a short railroad connection).  There is an opportunity for development adjacent to the Prairie State Energy Campus with large land tracts, access to river and rail connections and competitive electrical rates proximate.

In addition to the Prairie State Energy Campus, there is an opportunity to market large available tracts of land for light industrial and manufacturing opportunities.  Compared to other parts of the St. Louis region, the Port District area has the opportunity for large site development (300+ acres) with access to utilities and multi-modal transportation options. 

Recommendations
The Port District should work with regional economic development leaders and Prairie State to market available sites within the Prairie State Energy Campus.  Although Prairie State is just outside the Port District boundary, Prairie State gleans its water supply from the river and receives scrubber stone via barge. 

The Port District should pre-screen minimum 300-acre sites within the Port District to identify potentially available light industrial or manufacturing development sites.  Criteria for site selection would be: access to a water supply, electrical, other utilities, and transportation access.  A pre-screened list would allow timely communication with prospective developers and investors.  The Port District should work with county economic development agents and regional utilities to develop the pre-screened list of sites.

5.  Implementation of Freight Priority Projects and Routes for Rail and Highway.

Strategic Importance
Ensuring the flow of freight through multi-modal networks is critical in promoting economic development.  A key decision for business and industry location and investment is where there are adequate multi-modal transportation options. In addition, the identification and investment in freight routes avoids conflicts with other forms of transportation and land uses. Implementation and investment in freight priority projects for rail and highway will allow continued flow of freight within the Port District while helping to avoid conflicts with other forms of transportation and land uses.  In addition, rail investments will allow the port to better position for rail to barge opportunities for oil and gas from increased domestic production over the next 20 years.  

Context and Background 
In recent years there has been increased regional, state and federal attention in identifying and investing in freight corridors and transportation networks.  Freight transportation logistics usually follow the path of least resistance. States and regions realize that to keep and attract manufacturing and industrial development, there must be planning and investment freight networks.  

In 2013, the East-West Gateway Council of Governments finished a regional freight study.  One of the key recommendations was a regional freight coordinating council.  The Illinois Department of Transportation has increased planning for freight through recent reports including the 2012 Statewide Rail Study and the 2012 Freight Mobility Study.

On a federal level, the popular Transportation Funding Generating Economic Recovery (TIGER) funding has been often been allocated toward freight projects of regional and national importance. 

Identification of freight routes and priority projects will allow prioritization of state, regional, and local capital improvement budgets.  It will also allow more competitive grant applications.

Identification of freight routes will also help avoid future conflicts with transportation and land-use.  Communities can use the location of freight routes in future land use planning decisions to help avoid future conflicts and incompatible uses.

Recommendations
The Port District should work with facility operators, county highway departments, the East-West Gateway Council of Governments, and the Illinois Department of Transportation to develop designated freight routes within the Port District.  The routes should have a hierarchy including
national/statewide significance and regional/local significance.  Priority projects along the freight corridors should be listed in the Port District’s annual list of priority capital improvement projects.

6.  A Four-Lane Highway within the Port District.

Strategic Importance
An additional four-lane highway in the Port District would allow better access to regional transportation networks and the interstate system.  A four-lane highway would also reduce current conflicts with freight movements on existing two lane highways.

Context and Background 
Currently, there are limited four-lane highways within the Port District.  Illinois State Route 3 is four lanes from Interstate 255 south to Waterloo. East/West Route 15 is four lanes, but only in the northern part of the Port District.  

The East-West Gateway Council of Governments 2040 Long Range Transportation plan does not identify any proposed projects or studies for Route 3 south of Waterloo.

The scope of this report does not include analysis of possible four-lane highways in the Port District.  However, based on stakeholder interviews and past studies, Route 3 would likely be the priority four-lane highway route by extending the four lanes from Waterloo through Baldwin and to Murphysboro. In 2012, the Port District board passed a resolution supporting a four-lane connection between I-255 and Murphysboro that was endorsed by the Jackson [County, IL] Growth Alliance.  

Route 4 would be of secondary consideration for expanding to four lanes. Another considered alternative is extension of Interstate 24 from Interstate 57 through the Port District to St. Louis.  (See Figure 2.2 on page 21 for Route 3 Map)

Realization of a four-lane highway would be a long term effort requiring additional planning and analysis.  Long term, an environmental impact statement (EIS) would be required.  An EIS would be a two to four year process with intensive public input. A feasibility study examining the potential economic development, traffic volumes, freight volumes, and reductions in freight conflicts would help build a case for a four-lane highway and a next step of an EIS.  

Recommendations
The Port District should coordinate with regional planning agencies and the Illinois Department of Transportation to conduct a feasibility study of expanding Route 3 as a four-lane highway from Waterloo through Baldwin and to Murphysboro. The Port District should also coordinate with and support efforts to extend Interstate 24.