10-15-2018 GIAMPO - Technical Advisory Committee Regular Meeting PacketGIAMPO – Technical Advisory Committee
Monday, October 15, 2018
10:00 am @ City Hall - Community Meeting Room
100 E 1st Street, Grand Island, NE 68801
AGENDA
1.Call to Order
This is a public meeting subject to the open meetings laws of the State of Nebraska.
The requirements for an open meeting are posted on the wall in this room and anyone
that wants to find out what those are is welcome to read through them.
2.Roll Call
3.Approval of Minutes from the August 13, 2018 Technical Advisory Committee Meeting
4.Approval of Revising MPO Targets for NHS Bridge Condition Performance Measures
5.Approval Recommendation Final Draft Long Range Transportation Plan Amendment No. 5
6.Next Meeting
7.Adjournment
Special Accommodations: Please notify the City of Grand Island at 308-385-5444 if you require special
accommodations to attend this meeting (i.e., interpreter services, large print, reader, hearing assistance).
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Technical Advisory Committee
Monday, October 15, 2018
Regular Session
Item C1
Approval of Minutes from the August 13, 2018 Technical Advisory
Committee Meeting
Staff Contact: Chad Nabity, Regional Planning Director
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GRAND ISLAND AREA METROPOLITAN PLANNING ORGANIZATION (GIAMPO)
TECHNICAL ADVISORY COMMITTEE (TAC) MINUTES
August 13, 2018 at 10:00 am
Grand Island City Hall – Community Meeting Room
100 E 1st Street, Grand Island, NE 68801
Voting Members in Attendance:
Keith Kurz, City of Grand Island, Assistant Public Works Director Present
John Collins, City of Grand Island, Public Works Director Present
Marlan Ferguson, City of Grand Island, City Administrator Absent
Chad Nabity, Hall County Regional Planning Director Present
Steve Riehle, Hall County Public Works Director Present
Mike Meyer, Merrick County Hwy Superintendent Present
Wes Wahlgren, NDOT District 4 Engineer Present
Craig Wacker, NDOT Highway Planning Manager Present
Ramona Schafer, Village of Alda Absent
Mike Olson, Central Nebraska Regional Airport Absent
Charley Falmlen, City of Grand Island Transit Program Manager Present
Non-Voting Members in Attendance:
Bentley Tomlin, Burling Northern Santa Fe Railroad Absent
Allan Zafft, City of Grand Island MPO Program Manager Present
Shannon Callahan, City of Grand Island Street Superintendent Absent
VACANT, City of Grand Island Finance Director Absent
William Clingman, City of Grand Island Asst. Finance Director Present
Catrina DeLosh, City of Grand Island Public Works Admin Assistant Present
Tim Golka, City of Grand Island Project Manager Present
Jerry Janulewicz, City of Grand Island City Attorney Absent
VACANT, City of Grand Island Assistant to the City Administrator Absent
Erich Hines, FHWA, Transportation Planner, Realty Civil Rights Absent
Justin Luther, FHWA, Transportation Planner, Realty, Civil Rights Absent
VACANT, FTA Community Planner Absent
Logan Daniels, FTA Transportation Program Specialist Absent
Daniel Nguyen, FTA Community Planner Absent
Cindy Johnson, Grand Island Area Chamber of Commerce Absent
Mary Berlie, Grand Island Area Economic Development Corporation Present
VACANT, NDOT Local Projects Engineer Absent
Kaine McClelland, NDOT State Modeler Absent
Mark Fischer, NDOT Assistant Planning Engineer Present
Jeff Soula, NDOT Local Projects Urban Engineer Absent
Kyle Nodgaard, Union Pacific Railroad Absent
Kelli O’Brien, Union Pacific Railroad Absent
Others in Attendance:
Craig Wacker was recognized as the newly hired NDOT Highway Planning Manager.
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2018/7 /9 T AC Meeting Minutes
Call to Order
Nabity called the meeting to order at 10:00 am. The Nebraska Open Meetings Act was
acknowledged.
Roll Call
Roll call was taken.
Approval of Minutes from the July 9, 2018 Technical Advisory Committee
Motion by Wahlgren to approve the minutes of the July 9, 2018 meeting, seconded by Falmlen.
Upon voice vote, all voted aye. Motion adopted.
Financial Update
Zafft provided a financial update of the Unified Planning Work Program for the Fourth Quarter of the
State Fiscal Year, which covers April 1, 2018 to June 30, 2018.
Bicycle and Pedestrian Master Plan Update
Zafft provided an update on the public comment period of the Draft Bicycle and Pedestrian Master
Plan. Public comments did not result in changes to the content of the plan, however RDG Planning
and Design (consultant) made minor revisions to the draft plan in response to GIAMPO staff
comments. The plan is scheduled for Policy Board approval on August 28, 2018.
Approval of MPO Targets for NHS Pavement and Bridge Condition Performance Measures
Zafft stated the current & previous federal transportation bills, FAST Act and Map-21, respectively
included a series of requirements for Transportation Performance Management (TPM). It is
recommended to support the NDOT NHS Pavement and Bridge Condition performance targets.
Projects will be planned and programmed in a manner that contributes to the accomplishment of the
NDOT NHS Pavement and Bridge Condition performance targets, which will be integrated into the
GIAMPO LRTP and TIP.
Motion by Riehle to approve MPO Targets for NHS Pavement and Bridge Condition Performance
Measures, seconded by Meyer. Upon voice vote, all voted aye. Motion adopted.
Approval Recommendation to Revise the LRTP Fiscally Constrained Highway Project Listing for
Preparing LRTP Amendment No. 5
Zafft informed TAC based on the amount available for use towards Fiscally Constrained Highway
Projects and the City of Grand Island staff review of the voting exercise results, the recommendation
is to revise the Fiscally Constrained Highway Project Listing to identify Old Potash Highway, Widen to
5 lanes, Claude Road to Webb Road and North Road, Widen to 3 lanes, Highway 2 to Capital Avenue
as priority projects.
The remaining projects on the Fiscally Constrained Highway Project Listing will be moved to the
Illustrative Project Listing. However, it is recommended to note that four of the remaining projects
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2018/7 /9 T AC Meeting Minutes
should be considered to be moved back to the Fiscally Constrained Highway Project Listing when
there is available funding. The four projects are North Road, Widen to 3 lanes, Highway 2 to Capital
Avenue; North Road, Widen 3 lanes, State Street to 13th Street; North Road, Widen to 3 lanes, 13th
Street to Old Potash Highway; and Locust Street, Reconstruction, Koenig Street to Fonner Park Road.
Upon approval of such revision Amendment No. 5 to the LRTP will be prepared, which will also
incorporate the recommendations of the Transit Study, update the transit financial projections, and
include performance measures and targets for NHS pavement and bridge conditions, NHS travel time
reliability, and Interstate freight reliability.
Motion by Collins to approve recommendation to revise the LRTP Fiscally Constrained Highway
Project Listing for Preparing LRTP Amendment No. 5.
Next Meeting Date
The next meeting of the TAC will be on October 15, 2018 at 10:00 am.
Adjournment
There being no further business, Nabity adjourned the meeting at 10:42 am.
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Technical Advisory Committee
Monday, October 15, 2018
Regular Session
Item H1
Approval of Revising MPO Targets for NHS Bridge Condition
Performance Measures
Staff Contact: Allan Zafft, MPO Program Manager
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TAC Agenda Report Agenda Item No. H1
October 15, 2018
ISSUE
VOTE: MPO Targets for Revised NHS Bridge Condition Performance Measures
BACKGROUND
The current and previous federal transportation bills, FAST Act and MAP-21, respectively,
included a series of requirements for Transportation Performance Management (TPM). Since
the passage of MAP-21, USDOT has worked through the federal rulemaking process to
establish a series of performance measures and corresponding target setting requirements.
Generally, the performance measures relate to national goals of safety, infrastructure
condition, air quality, and transportation system performance.
Final USDOT rules related to TPM established performance measures to assess the condition
of pavements and bridges on the National Highway System (NHS). There are four
performance measures for pavement condition and two performance measures for bridge
condition. State DOTs were required to establish performance targets for these measures by
May 20, 2018. MPOs have the option of supporting the statewide targets, or establishing
their own regional targets within 180 days of the establishment of state targets. Therefore,
all Nebraska MPOs must adopt targets for NHS Pavement and Bridge Condition performance
measures by November 17, 2018. After two years there will be a mid-point review, at which
point the targets could be adjusted for NDOT and MPOs based on collected data. State DOTs
will establish targets every four years.
On August 28 2018, the Policy Board approved to support the State targets for NHS
Pavement and Bridge Condition Performance Measures. Attached is the resolution for this
approval.
In September 2018, NDOT notified the Nebraska MPOs that they changed the performance
measures and targets for NHS Bridge Condition. Below are the changes.
Change “At least 95% of bridges on the State system and NHS in Good or Fair
condition” to “At least 55% of NHS bridges by deck area classified as in Good
condition.”
Change “No more than 10% of the total deck area of bridges in the state on the NHS
is located on bridges that have been classified as structurally deficient” to “No more
than 10% of NHS bridges by deck area classified as in Poor condition”
GIAMPO staff recommends the support of the revised NDOT Bridge Condition performance
measures and targets for the following reasons:
The State is the owner of the NHS bridges in the GIAMPO region.
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Statewide, 59.8% of NHS bridges by area are classified as Good condition (2/21/2018
data).
Statewide, 1.8% of NHS bridges by area are classified as Poor condition (2/21/2018
data).
POLICY CONSIDERATIONS/DISCUSSION
With supporting the revised statewide targets, GIAMPO is agreeing to plan and program
projects in a manner that contributes towards the accomplishment of the NDOT NHS Bridge
Condition performance targets. These targets will ultimately be integrated into the GIAMPO
Long Range Transportation Plan and Transportation Improvement Program.
BUDGET CONSIDERATIONS
None.
COMMITTEE ACTION
The TAC approved the recommendation to support the state targets as the MPO NHS
Pavement and Bridge Condition performance targets for the GIAMPO metropolitan planning
area on August 13, 2018.
RECOMMENDATION
Approve to support revised state targets as the MPO NHS Bridge Condition performance
targets for the GIAMPO metropolitan planning area.
STAFF CONTACT
Allan Zafft
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Technical Advisory Committee
Monday, October 15, 2018
Regular Session
Item H2
Approval Recommendation Final Draft Long Range Transportation
Plan Amendment No. 5
Staff Contact: Allan Zafft, MPO Program Manager
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TAC Agenda Report Agenda Item No. H2
October 15, 2018
ISSUE
VOTE: Amendment No. 5 to the Long Range Transportation Plan
BACKGROUND
In April 2016, the GIAMPO Policy Board approved Journey 2040, the Grand Island
metropolitan region’s Long Range Transportation Plan (LRTP). It is a blueprint that describes
how the region will invest in its multimodal transportation system over the next 25 years.
GIAMPO makes amendments to the LRTP as needed to reflect significant changes to regional
transportation polices, projects, and/or funding conditions.
The proposed Amendment No. 5 to the LRTP entails the following revisions to the plan:
Highway financial projections (revenues and expenditures) in Chapter 7, Chapter 9,
and Appendix C
Fiscally Constrained Project Plan and Illustrative Project Plan in Chapter 9
Environmental Justice section in Chapter 8
Environmental Justice impacts for individual projects in Appendix F
Figure 8-2 map (Proposed Projects with Flood Zones, Wetlands, and Public Use Areas)
in Chapter 8
Performance Management section (now called 3.4 National Performance
Management Measures) in Chapter 3
The above revisions are shown in red in the attached document.
POLICY CONSIDERATIONS/DISCUSSION
GIAMPO’s Public Participation Plan requires that proposed amendments to the LRTP be
released for public review and comment prior to Policy Board adoption.
BUDGET CONSIDERATIONS
Based on the revised highway financial projections, the revised Fiscally Constrained Project
Plan as shown in Amendment No. 5 allows the anticipated expenditures to not exceed the
anticipated revenue.
COMMITTEE ACTION
The Technical Advisory Committee approved a recommendation on August 13, 2018 to
revise the LRTP Fiscally Constrained Highway Project Listing for preparing Amendment No. 5
to the LRTP.
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RECOMMENDATION
Approve Amendment No. 5 to the Long Range Transportation Plan and release it for public
review and comment.
STAFF CONTACTS
Allan Zafft
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3.4 National Performance Management Measures
When Congress passed the federal transportation bill MAP-21 in July 2012, it included a series
of provisions for Transportation Performance Management (TPM). In the intervening years,
Congress passed the FAST Act in December 2015, which essentially maintained and reaffirmed
the performance management provisions of MAP-21. Since the passage of MAP-21, FHWA and
FTA have issued Final Rules that include National Performance Management Measures at the
system level that the State DOTs and MPOs are required to incorporate into their planning
processes. The National Performance Management Measures were developed to address the
National Goals established under MAP-21 and MPOs are required to incorporate the National
Performance Management Measures and the National Goals [23 CFR 134 (I)] in their LRTPs.
The Federal Rules that establish the National Performance Management Measures applicable
to MPOs are:
Safety (PM-1). Highway Safety Improvement Program/Safety Performance
Management Measures [23 CFR 924, 23 CFR 490]
Infrastructure (PM-2). Assessing Pavement Condition for the National Highway
Performance Program and Bridge Condition for the National Highway Performance
Program [23 CFR 490]
System Performance (PM-3). Assessing Performance of the National Highway System,
Freight Movement on the Interstate System, and Congestion Mitigation and Air Quality
Improvement Program [23 CFR 490]
MPOs are to report baseline condition/performance and progress toward the achievement of
their targets in the system performance report of their LRTPs [23 CFR 490]. The National
Performance Management Measures applicable to MPOs are listed below.
FHWA published the Highway Safety Improvement Program and Safety Performance
Management Measures (PM-3) Final Rules in the Federal Register on March 15, 2016. The
Safety Performance Management Measures (Safety PM) rule supports the Highway Safety
Improvement Program (HSIP), as it establishes five safety performance measures to carry out
the HSIP and to assess serious injuries and fatalities on all public roads. Table 3-7 shows the
five performance measures.
Table 3-7: Safety Performance Measures
Performance Measures
Safety
Number of Fatalities
Rate of Fatalities per 100 million vehicle miles traveled
Number of Serious Injuries
Rate of Serious Injuries per 100 million vehicle miles traveled
Number of Non-motorized Fatalities and Non-motorized
Serious Injuries
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States are required to establish statewide targets for each of the safety performance measures.
Targets are established annually, beginning in August 2017 for calendar year (CY) 2018. MPOs
must establish safety targets by either supporting a State DOT’s statewide target or establishing
a numerical target specific to the MPO planning area. MPOs' targets are reported to the State
DOT, which must be able to provide the targets to FHWA, upon request.
The PM-1 Rule was effective as of April 14, 2016. State DOTs were required to set targets by
August 31, 2017 as part of the State’s annual submission of its HSIP. MPOs were required to
set targets by February 27, 2018 and incorporate them into their LRTPs. In the LRTP,
performance measures are to be used to aid in making informed decisions about strategic
investments and to evaluate projects.
Working in partnership with local agencies, the Nebraska Department of Transportation (NDOT)
safety investments are to be identified and programmed to construct effective countermeasures
that will reduce traffic fatalities and serious injuries. GIAMPO has agreed to support the NDOT
CY 2018 targets for Safety Performance Measures as identified for HSIP investment which are
based on crash history, roadway characteristics, and the existence of infrastructure
countermeasures that can address the types of crashes present. As for the CY 2019 targets,
GIAMPO intends to support the targets established by NDOT.
Assessing Pavement Condition for the National Highway Performance Program and Bridge
Condition for the National Highway Performance Program (PM-2) was identified in the FHWA
Final Ruling published in the Federal Register on January 18, 2017 (82 FR 5886). This rule
establishes performance measures to assess the condition of pavement and bridges on the
National Highway System (NHS) to carry out the National Highway Performance Program.
There are four performance measures to assess pavement condition and two performance
measures to assess bridge condition. Table 3-8 shows the six performance measures.
Table 3-8: Pavement and Bridge Condition Performance Measures
Performance Measures
Pavement Condition
Percentage of Interstate Pavements in Good Condition
Percentage of Interstate Pavements in Poor Condition
Percentage of Non-Interstate NHS Pavements in Good Condition
Percentage of Non-Interstate NHS Pavements in Poor Condition
Bridge Condition
Percentage of NHS Bridges by Deck Area Classified as in Good
Condition
Percentage of NHS Bridges by Deck Area Classified as in Poor
Condition
State DOTs are required to establish 2-year and 4-year statewide targets for a 4-year
performance period. MPOs must establish 4-year targets by either supporting the State DOT’s
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statewide target, or defining a target unique to the MPO. State DOTs will submit their
established targets in a baseline report at the beginning of the performance period and report
progress at the midpoint and end of the performance period. MPOs are not required to provide
separate reporting to FHWA. However, State DOTs and MPOs will need to coordinate and
mutually agree to a target establishment reporting process. Coordination will also be required
between State DOTs and MPOs if a State DOT adjusts its 4-year target at the midpoint of the
performance period.
The PM-2 Rule was effective as of May 20, 2017. State DOTs were required to set targets by
May 20, 2018, and MPOs are required to set targets by November 16, 2018. GIAMPO has
agreed to support the NDOT 4-year performance period (CY 2018-2021) targets for Pavement
and Bridge Condition Performance Measures.
Assessing Performance of the National Highway System, Freight Movement on the Interstate
System, and Congestion Mitigation and Air Quality Improvement Program (PM-3) was identified
in the FHWA Final Ruling, published in the Federal Register on January 18, 2017 (82 FR 5970).
This rule establishes performance measures to assess the performance of the Interstate and
non-Interstate NHS to carry out the National Highway Performance Program, freight movement
on the Interstate system to carry out the National Highway Freight Program, and traffic
congestion and on-road mobile source emissions for the purpose of carrying out the Congestion
Mitigation and Air Quality Improvement (CMAQ) Program. There are two performance
measures to assess system performance of the NHS, one performance measure to assess
freight movement on the Interstate system, two performance measures to assess traffic
congestion under the CMAQ program, and one performance measure to assess total emissions
reductions by applicable pollutants under the CMAQ program. Table 3-8 shows the six
performance measures.
Table 3-9: System Performance (NHS), Freight Movement, and CMAQ Performance Measures
Performance Measures
System Performance of the NHS
Percent of Person-Miles Traveled on the Interstate System
that are Reliable
Percent of Person-Miles Traveled on the Non-Interstate NHS
that are Reliable
Freight Movement
Measurement of Travel Time Reliability on the Interstate
System (Truck Travel Time Reliability (TTTR) Index)
CMAQ
Annual Hours of Peak-Hour Excessive Delay Per Capita*
Percent of Non-Single Occupancy Vehicle Travel*
Total Emissions Reduction*
*Nebraska exempt from CMAQ measures this performance period
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State DOTs are required to establish 2-year and 4-year statewide targets for a 4-year
performance period. MPOs must establish 4-year targets by either supporting the State DOT’s
statewide target, or defining a target unique to the MPO. State DOTs will submit its established
targets in a baseline report at the beginning of the performance period and report progress at
the midpoint and end of the performance period. MPOs are not required to provide separate
reporting to FHWA. However, State DOTs and MPOs will need to coordinate and mutually
agree to a target establishment reporting process. Coordination will also be required between
State DOTs and MPOs if a State DOT adjusts its 4-year target at the midpoint of the
performance period.
The PM-3 Rule was effective as of May 20, 2017. State DOTs were required to set targets by
May 20, 2018, and MPOs are required to set targets by November 16, 2018. GIAMPO has
agreed to support the NDOT 4-year performance period (CY 2018-2021) targets for System
Performance of the NHS and Freight Movement Performance Measures.
FTA issued a Final Rule on transit asset management (TAM) plans to evaluate the “state of
good repair of transit agency vehicles, facilities, and equipment.” Recipients of public transit
funds–which include states, local authorities, and public transportation operators–are required to
establish targets for state of good repair performance measures; to develop transit asset
management and transit safety plans; and to report on their progress toward achieving targets.
Public transportation operators are directed to share information with MPOs and states so that
all plans and performance reports are coordinated. MPOs are to consider the State TAM plan
and the TAM plan for their respective jurisdiction during the LRTP planning process.
The Rule, “Transit Asset Management; National Transit Database,” went into effect on July 26,
2016 with the TAM plan due for transit by October 1, 2018. Transit target setting repeats
annually and plans are updated every four years. The City of Grand Island (transit operator)
intends to participate in a group TAM plan, which will be sponsored by NDOT. The NDOT TAM
plan will be amended to the LRTP by reference once the City has agreed to this plan.
Note: In May 2017, GIAMPO agreed to support the transit asset management targets
established by the City, which are the same targets as the State. NDOT set these targets on
January 1, 2017.
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Chapter 7 FINANCIAL CAPACITY
The analysis of financial resources is an important element of a long-range transportation plan. The
purpose of this section is to provide an overview of transportation funds available for the Grand Island
metropolitan area over the time horizon of the plan. It also explains the key elements of the financial
plan, the data collected, and the assumptions made about future revenue and expenditures. The
forecasts of future transportation revenues and costs are presented and summarized, including the
discussion of both costs for new construction and operations and maintenance. Once these estimates
are in place, GIAMPO and its planning partners can determine which improvements submitted for
inclusion in the plan are financially feasible.
The funding of transportation projects and services has grown more difficult over the last 10 and even
20 years. The population has increased along with the use of private vehicles. Inflation of construction
materials has also increased costs. At the same time, revenues have not grown. The federal gas tax
has remained constant since 1993. Some additional funding has been made possible at the state level
with the passing of LB-610 which provides a gradual increase in the tax on motor fuels.
The federal government addressed funding transportation in December 2015 when the President
signed into law the Fixing America’s Surface Transportation Act, or “FAST Act.” It is the first law
enacted in over 10 years that provides long-term funding certainty for surface transportation. Overall,
the FAST Act largely maintains current program structures and funding shares between highways and
transit. The bill increases funding by 11 percent over 5 years, but does not change the federal gas tax
rate.
This plan includes estimates for the amount of revenues for funding elements of this transportation
plan. The revenues are categorized at three different levels: federal, state, and local. Many federal-aid
projects, those projects that receive federal transportation funds, require some form of local match. As
a newly formed MPO, historical information on past revenue trends was not as available, as with longer
standing MPOs. For the purposes of this plan, past revenue data was obtained from the City of Grand
Island, NDOR, and the counties. Based on these assumptions, $377 million is anticipated to be
available for transportation in the GIAMPO area for all purposes over the 25-year planning period.
7.1 Local Revenues
Local funding comes from various sources of taxing and bonding abilities afforded to local jurisdictions.
These can include property and sales tax, special tax levies, special assessments for transportation,
general fund, bonds, or other sources unique to local jurisdictions. These funds finance local
transportation improvements, as well as provide a local match for federal and state transportation
funds.
Local revenue forecasts, including locally-collected revenue and state aid, were created based on
historical trends to gain an average percent projection. Since these forecasts are based on historic
revenue, they could change as funding mechanisms are shifted and as populations shift and affect the
tax base. Sales Tax Motor Vehicle and Motor Vehicle Tax revenues are not mandated by the state to
be used for transportation related expenditures; however, these revenue sources are listed separately
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from general fund revenues because it may make administrative sense to obligate these revenue
sources to local match funding for state and federal funding.
Local funding has historically been used as local match for federal and state transportation funds.
Specifically, Nebraska Revised Statute, 39-2519 provides, “city of the first or second class or village or
successor municipal county shall be entitled to one-half of its annual allocation with no requirement of
matching, but shall be required to match the second one-half on the basis of one dollar for each two
dollars it receives, with any available funds.”
Property tax is levied only by local governments in Nebraska. Revised State Statute 77-3442 states,
“incorporated cities and villages which are not within the boundaries of a municipal county may levy a
maximum levy of forty-five cents per one hundred dollars of taxable valuation of property subject to the
levy plus an additional five cents per one hundred dollars of taxable valuation to provide financing for
the municipality's share of revenue required under an agreement or agreements executed pursuant to
the Interlocal Cooperation Act or the Joint Public Agency Act.”
Also, Revised State Statute 18-2107 states, the governing body may “levied for the succeeding fiscal
year for community redevelopment purposes, not to exceed two and six-tenths cents on each one
hundred dollars upon the taxable value of the taxable property in such city.”
Grand Island’s FY2014-15 total property tax rate is $0.36 per $100 of assessed valuation. The City of
Grand Island’s budgeted property tax mill levy is comprised of six separate levy rates:
General Fund
Debt Service
Interlocal Agreements with Hall County, Central Nebraska Health District, and the Human
Society
Community Redevelopment Authority
Lincoln Pool Fund
Parking Ramp Fund
The state of Nebraska grants cities an option to levy up to 1.5% sales tax on retail sales and services.
Also, in 2012 the Nebraska Legislature passed LB-357, which allows cities to increase local option
sales tax levy up to 2.0% under certain requirements. Grand Island’s sales tax history is:
Effective Date Sales Tax
Rate
Oct 1, 2004 1.5%
Apr 1, 1990 1.0%
The Nebraska Department of Revenue refunds sales tax revenues to cities in the form of sales and use
tax, consumers use tax, and motor vehicle sales tax. For the purposes of this Financial Forecast and
Funding portion of the LRTP, sales and use tax and consumers use tax are combined (sales tax) and
motor vehicle sales tax is separate.
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The motor vehicle tax replaced the property tax levied on motor vehicles beginning January 1, 1998.
Under the pre-1998 system, motor vehicles were assigned a value by the Tax Commissioner based on
average sales price for vehicles of that make, age, and model. The local property taxing units of
government assessed the rate against that value. Property taxes were paid by the owner at registration
based on the rate assessed for the previous property tax year. Under LB-271, passed in 1997 (Neb. R.
S. S., Section 60-3001 et. seq.), the motor vehicle tax is still paid at the time of registration.
7.2 State Funding
The State of Nebraska utilizes various federal and state revenue sources to fund transportation projects
and maintenance in the state. The state receives state revenue from taxes, sales taxes on new and
used motor vehicles, and motor vehicle registration fees. Two recent measures increase the amount of
revenue available for transportation.
The Build Nebraska Act became effective July 1, 2013. The Bill designates one quarter of one
percent of general fund sales tax revenue (0.25 cents of the state’s existing 5.5-cent sales tax)
for Nebraska roadways. Eighty-five percent is for the state highway system and 15 percent is for
local roads and streets.
LB 610 increases the fixed motor fuels tax rate by 1.5 cents every year for four years. Of the two
components of the fixed rate, the portion allocated to the NDOR increases ½-cent every year,
from 7.5 cents to 9.5 cents. The portion allocated to cities and counties increases one cent
every year from 2.8 cents to 6.8 cents. Beginning January 2019, the total fixed rate motor fuels
tax would be 16.3 cents per gallon.
The Highway Allocation Fund consists of revenues generated from the collection of Motor Fuel Taxes,
Motor Vehicle Registration Fees, Motor Vehicle Sales Tax, and Investment Earnings. The
municipalities’ of the state share the Highway Allocation Fund, including the City and County Road
Fund. The Fund is currently 50 percent and is distributed based on the following factors:
Total Population (50%)
Total Motor Vehicle Registrations (30%)
Miles of Traffic Lanes of Streets (20%)
These funds are designed for projects throughout the city to rehabilitate, construct and improve streets,
intersections/interchange, sidewalks, bikeways and trails, safety projects, intelligent transportation
infrastructure, and landscaping in connection with street improvement projects. The Highway Allocation
Fund requires local match funding.
The Motor Vehicle Fee Fund is distributed as follows:
50 percent to the county treasurer of each county, amounts in the same proportion as the most
recent allocation received by each county from the highway allocation fund
50% to the treasurer of each municipality amounts in the same proportion as the most recent
allocation received by each municipality from the highway allocation fund
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Funds from the Motor Vehicle Fee Fund are considered local revenue available for matching state
sources. All receipts by counties and municipalities from the Motor Vehicle Fee Fund shall be used for
road, bridge, and street purposes.
The Build Nebraska Act became effective July 1, 2013, which designates one quarter of one percent of
general fund sales tax revenue (0.25 cents of the state’s existing 5.5-cent sales tax) for Nebraska
roadways. Eighty-five percent is for the state highway system and 15 percent is for local roads and
streets. The local share is distributed through the Highway Allocation Fund based on the established
factors. Local governments are required to use their allotment of the revenue for road and street
purposes. The Build Nebraska Act sunsets in 2033.
LB 610 increases the fixed motor fuels tax rate by 1.5 cents every year for four years. Of the two
components of the fixed rate, the portion allocated to the NDOR increases ½-cent every year, from 7.5
cents to 9.5 cents. The portion that is allocated to cities and counties would increase one cent every
year from 2.8 cents to 6.8 cents. Beginning January 2019, the total fixed rate motor fuels tax would be
16.3 cents per gallon. The local share is distributed through the Highway Allocation Fund based on the
established factors.
The fixed fuel tax revenue distributed to cities and counties will increase as shown in the following
table. The fiscal impact is based on one cent of the fuel tax, generating $12,700,000 per year, and a
two-month lag in receipts when the tax rate changes on January 1st of each year.
LB 98 (2011) authorized the Nebraska Department of Roads to implement a federal buyback program.
Federal funding included in the buyback program includes the Surface Transportation Program (STP)
for counties and first class cities and the Bridge Replacement and Rehabilitation Program (BRRP). STP
originates as federal funding designated by a formula for urbanized areas with under 200,000
population and over 5,000 population. The federal funds purchase program involves the state
purchasing the local government's share of federal highway funds at a discounted rate (i.e. 90 cents on
the dollar). This funding is distributed based on population. Such an exchange allows the local
government to use its dollars on street and road projects in a more efficient and timely manner as it is
free of additional federal requirements.
The BRRP funding originates as federal funding designed by a formula for the state of Nebraska. This
funding is distributed to counties, first class cities, the City of Omaha, and the City of Lincoln with
deficient bridges and is prioritized based on annual bridge inspection data.
7.3 Federal Funding
Federal funding for transportation in the State of Nebraska consists primarily of fuel tax and other user
fees collected by the federal government and placed in the Federal Highway Trust Fund (HTF). The
federal government imposes an 18.4 cent tax per gallon of gasoline and a 24.4 cent per gallon tax on
diesel to support the HTF. These funds are allocated to the states per provisions of MAP-21/FAST Act.
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MAP-21 expanded the National Highway System (NHS) to include principal arterial roadways that were
not originally part of the NHS. The Enhanced National Highway System is now comprised of the
interstate system, all principal arterials, and bridges on the NHS. The NHPP provides funding for:
construction, reconstruction, or operational improvement of portions of the highway
inspection costs for NHS infrastructure including bridges
bicycle and pedestrian infrastructure
safety improvements on the NHS
environmental restoration within NHS corridors
intelligent transportation system (ITS) improvements
the construction of bus terminals servicing the NHS
The FAST act converts the Surface Transportation Program (STP) to a block grant program. STP
provides a primary source of financial support to local agencies. Projects eligible for funding include,
but are not limited to:
construction, reconstruction, or operational improvement for highways and local access roads
bridge projects on public roads and construction of bridges on federal-aid highways
highway and transit safety infrastructure improvements
bicycle and pedestrian infrastructure including recreational trails
environmental restoration
As mentioned in the state funding portion, the STP funds for communities under 200,000 population
and over 5,000 population are purchased by the state of Nebraska for 90 cents on the dollar. This
transaction occurs as the state of Nebraska utilizes the STP funds and then passes on 90 percent of
the funds for allocation to first class cities. This funding is distributed based on population.
The Congestion Mitigation and Air Quality program continues to provide funding to state and local
governments for areas that are not in compliance with the National Ambient Air Quality Standards for
ozone, carbon monoxide, or particulate matter or for areas that were previously nonattainment areas,
but are now in compliance. GIAMPO is eligible for this funding if a project is submitted to NDOR as this
is administered to MPO’s in Nebraska at a “grant” program.
The Highway Safety Improvement Program (HSIP) allocates funds to decrease the number of traffic
fatalities and injuries on public roads. Projects eligible for this funding include public road strategies,
activities or projects that align with the State Strategic Highway Safety Plan (SHSP) to mitigate
hazardous roads or resolve highway safety problems.
FAST Act deletes the existing federal authorization for TAP and moves it into the STBGP as a set-
aside. MAP-21 had created the Transportation Alternatives Program to encompass preceding
programs, including Transportation Enhancements, Safe Routes to School, and Recreational Trails.
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Projects eligible for this funding include, but are not limited to, the planning, design, and construction of
on- and off-road trails for non-motorized transportation; converting abandoned railroad corridors for
non-motorized trails; and environmental mitigation activities.
The FAST Act creates two new programs designed to help states and local governments plan for and
fund freight mobility projects:
• National Highway Freight Program: This is a formula program that will provide a new annual
funding stream to states for addressing freight projects on portions of the highway system. States will
be required to develop a detailed freight plan that meets several requirements in order to receive
funding under this new program.
• Nationally Significant Freight and Highway Projects Program: This is a new competitive grant
program designed to fund large projects. Eligible applicants include states, large Metropolitan Planning
Organizations (MPOs), local governments, ports, tribal governments, or combinations of these
organizations.
7.4 Federal Transit Funding
Federal-aid transit projects are funded through the Federal Transit Administration (FTA) of the USDOT.
Similar to estimates of Federal Highway Administration funding, GIAMPO utilized historical trends of
FTA funding to estimate future anticipated revenues based upon a 2.5 percent growth rate.
A portion of federal fuel tax revenue is placed in the Mass Transit Account of the Federal Highway Trust
Fund. These funds, and General Fund appropriations, are reserved for transit purposes and are
administered by FTA. Similar to the FHWA programs, the transit funding authorized by the FAST Act is
managed in several ways. The largest amount is distributed to the states or to large metropolitan areas
by formula. Other program funds are discretionary and some are earmarked for specific projects.8
FTA provides funding for this program to the state based on urbanized area population. The funds are
dedicated to support transportation planning projects in urbanized areas with more than 50,000
population. The statewide funds come to the states based on population and are used to support
transportation planning projects in non-urbanized areas. The FAST Act has a new emphasis on intercity
transportation, as well as tourism and the reduction of risk from natural disasters. In addition, statewide
transportation plans must include descriptions of performance targets and measures, and a system
report evaluating the condition and performance of the transportation system.
8 http://www.fta.dot.gov/FAST_16653.html
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FTA provides transit operating, planning, and capital assistance funds directly to local recipients in
urbanized areas with populations between 50,000 and 200,000, based on population and density
figures, plus transit performance factors for larger areas. Local recipients, for whom projects are
programmed by the MPO, must apply directly to FTA. A Special Rule in the FAST Act relating to
operating costs for “100 bus providers” has been expanded to include demand response public
transportation service operated by state or local governmental authorities, excluding ADA
complementary paratransit service. A provision has been added that directs recipients to maintain
equipment and facilities in accordance with their transit asset management plan. Grantees may use up
to 0.5 percent of their 5307 allocation on Workforce Development activities. Eligible projects may
receive funding for transportation services in urban, suburban, and rural areas to assist welfare
recipients and low-income individuals access to employment opportunities and support services.
Because Grand Island is an urbanized area, transit funding will not be available within the FTA 5311
program, except for those trips in the rural areas within the GIAMPO planning area. NDOR reported
available funding within the 5307 urban program in FY2016 at $715,000. This amount is available with
the appropriate local match for operating and capital projects.
The transit discretionary program provides federal assistance for major capital needs in four categories:
New Starts projects are new fixed guideway projects or extensions to existing fixed guideway
systems with a total estimated capital cost of $300 million or more, or that are seeking $100
million or more in Section 5309 program funds.
Small Starts projects are new fixed guideway projects, extensions to existing fixed guideway
systems, or corridor-based bus rapid transit projects with a total estimated capital cost of less
than $300 million and that are seeking less than $100 million in Section 5309 program funds.
Core Capacity projects are substantial corridor-based capital investments in existing fixed
guideway systems that increase capacity by not less than 10 percent in corridors that are at
capacity today or will be in five years. Core capacity projects may not include elements
designed to maintain a state of good repair.
Programs of Interrelated Projects are comprised of any combination of two or more New
Starts, Small Starts, or Core Capacity projects. The projects in the program must have logical
connectivity to one another and all must begin construction within a reasonable timeframe.
Each type of project has a unique set of requirements in the FAST Act, although many similarities exist
among them. All projects must be evaluated and rated by the FTA in accordance with statutorily-
defined criteria at various points in the development process.
Funding is provided through this program to increase the mobility for the elderly and persons with
disabilities by removing barriers to transportation services and expanding mobility options. Funds are
used to purchase transportation services or vehicles to meet the special transportation needs of seniors
and individuals with disabilities in all areas, urban or rural. Eligible projects include both traditional
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capital investment and nontraditional investment beyond the Americans with Disabilities Act (ADA)
complementary paratransit services.
The previous New Freedoms Program (Section 5317) is not a stand-alone program within the FAST
Act. Under the new guidelines and upon the discretion of the grantee, New Freedoms Programming is
an eligible activity under Section 5310. This eligible activity supports services and facility improvements
to address the transportation needs of persons with disabilities that are new since the signing of
SAFETEA-LU and that go beyond what is required by the Americans with Disabilities Act.
Approximately $100,000 annually is available for Grand Island based on historic allocations.
This program provides capital, planning, and operating assistance for rural and small urban transit
systems, with populations less than 50,000. Up to 15 percent of these funds are allocated to intercity
bus projects. The Rural Transit Assistance Program (RTAP – Section 5311(b)(3)) is also available for
state and national training and technical assistance for agencies, along with transit training scholarships
for rural transit managers and drivers and to support the State Transit Association. The previous Job
Access Reverse Commute Program (Section 5316) is not a stand-alone program within the FAST Act.
There is funding within the Section 5311 program that supports eligible activities for transportation
services in urban, suburban, and rural areas to assist welfare recipients and low-income individuals
access to employment opportunities and support services. After July 1, 2016, Grand Island will be
eligible for 5311 funds ONLY for transit services outside the urbanized boundary.
This program focuses on the rehabilitation and purchase of buses and related equipment and to
construct bus-related facilities, including technological changes or innovations to modify low or no
emission vehicles or facilities. Funding is provided through formula allocations and competitive grants.
A sub-program provides competitive grants for bus and bus facility projects that support low and zero-
emission vehicles.
A new pilot program allows designated recipients in in urbanized areas between 200,000 and 999,999
in population to participate in voluntary state pools to allow transfers of formula funds between
designated recipients from FY 2016 through FY 2020. States are allowed to submit statewide
applications for bus needs. Grand Island anticipates approximately $90,000 annually from the 5339
program.
All Public Transit Systems are eligible for funding. These funds can be used by the public transit system
for operating expenses related to the provision of open-to-the-public passenger transportation. A
separate allocation of state funding is available to match the federal Intercity Bus funds. NDOR
contributes approximately $100,000 in state funds for public transportation services. In the future, this
allocation will change due to the change to an urbanized area. It is anticipated the state funding will
decrease due to the funding category regulations for local match.
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7.5 Available Funding
Transportation revenues pay for the new construction and ongoing operations, maintenance, and
reconstruction costs. The revenue element is an estimate of how much money will be available to
spend on new transportation projects in the GIAMPO area between 2016 and 2040. Between 2016 and
2040, GIAMPO forecasts that approximately $377 million in transportation revenue will be available to
fund operations and maintenance, reconstruction, new projects, and expanded capacity.
The list of available funds from traditional roadway sources is shown in Table 7-1. The revenue
estimates are based upon trends for local funds, state funds and federal funds that are expected to be
obligated in the MPO area. The funding trends are based upon examining historical data of funding
sources. The assumption for federal funds has been limited, with federal funds shown as only the
committed projects in FY2016-2025 and as TBD in FY2026-2040. A detailed breakdown by year and
individual funding source is provided in Appendix C.
Generally, federal funding from the Surface Transportation Block Grant Program (STP), Bridge
Replacement and Rehabilitation Program (BRRP) and National Highway Performance Program
(NHPP) are deemed not to be available to local partners in the GIAMPO jurisdiction. These funding
sources are assumed to be available only by the Nebraska Department of Roads throughout the
duration of this planning document. Funding through the Highway Safety Improvement Program (HSIP)
and the Congestion Mitigation and Air Quality (CMAQ) programs may be available to local partners on
a limited basis for specific projects that address safety concerns, congestion issues, or projects that
improve the air quality in the GIAMPO planning area.
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Table 7-1: Total Available Roadway Funds (2016-2040)
Total Available Roadway Funds ($1,000)
Time
Period Federal State Local Total
Revenues
2016-2025 $39,404 $115,665 $28,100 $183,169
2026-2040 TBD9 $145,559 $48,241 $193,800
Total $39,404 $261,224 $76,341 $376,969
Table 7-2 on the following page shows the amount of funding available for constructing new projects
after the costs for personnel, operations, maintenance, reconstruction, equipment, and non-regional
activities plus projects that have already been programed, are subtracted. This funding balance is
assumed to be available to construct new projects in the GIAMPO planning area based upon a
conservative forecast of future operations and maintenance costs, non-regional costs, and revenue
generation. Assumptions relating to the forecasts and detailed tables are shown in Appendix C.
9 To Be Determined (TBD): Federal revenue estimates for NDOR projects in the GIAMPO planning area will be
determined as the MPO’s needs are assessed and funding targets are established. At this time, NDOR is still
assessing the need for specific projects of regional significance in the GIAMPO planning area for the period of
2023-2040. NDOR has established revenue projections within the timeframe of the NDOR Surface Transportation
Program Book, a six-year document that outlines NDOR’s projects and future expenditures. NDOR recognizes an
ongoing and long-term need to monitor, evaluate and upgrade the state highway and interstate highway system in
the GIAMPO planning area as well as the State of Nebraska at large.
NDOR will continue to monitor the existing conditions and proposed future changes to the state highway system
with the continuing cooperation, coordination and assistance of GIAMPO and local partners. As future needs are
identified with regard to infrastructure condition, safety, roadway capacity or transit service, NDOR will work to
address these needs and include them through update or amendment in the GIAMPO Long Range Transportation
Plan, TIP and the NDOR Surface Transportation Program Book and STIP as required by State and Federal
regulation.
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Table 7-2: Funds Available for New Roadway Projects
New Roadway Project Revenue ($1,000)
Time
Period Federal Local / State Total
Revenues
2016-2025 $0 $20,857 $20,857
2026-2040 TBD10 $27,255 $27,255
Total $0 $48,112 $48,112
Funding for transit service was also examined through the 2040 horizon year. Transit service in the
GIAMPO planning area is expected to continue but will be subject to the availability of local matching
funds. A detailed breakdown of transit funding sources, assumptions and year-to-year forecasts for
available revenue is shown in Appendix C. It is assumed that Grand Island will provide service only up
to the budget that is available through a combination of Federal Transit funding and local matching
dollars. A summary of the available transit revenue is shown below in Table 7-3.
Table 7-3: Transit Revenue and Expenditures (2016-2040)
Transit Revenue/Expenditure ($1,000)
Time Period Federal Local / State Total Revenue
2016-2025 $5,762 $2,839 $8,602
2026-2040 $11,193 $5,765 $16,958
Total $16,956 $8,604 $25,560
10 To Be Determined (TBD): Federal revenue estimates for NDOR projects in the GIAMPO planning area will be
determined as the MPO’s needs are assessed and funding targets are established. At this time, NDOR is still
assessing the need for specific projects of regional significance in the GIAMPO planning area for the period of
2023-2040. NDOR has established revenue projections within the timeframe of the NDOR Surface Transportation
Program Book, a six-year document that outlines NDOR’s projects and future expenditures. NDOR recognizes an
ongoing and long-term need to monitor, evaluate and upgrade the state highway and interstate highway system in
the GIAMPO planning area as well as the State of Nebraska at large.
NDOR will continue to monitor the existing conditions and proposed future changes to the state highway system
with the continuing cooperation, coordination and assistance of GIAMPO and local partners. As future needs are
identified with regard to infrastructure condition, safety, roadway capacity or transit service, NDOR will work to
address these needs and include them through update or amendment in the GIAMPO Long Range Transportation
Plan, TIP and the NDOR Surface Transportation Program Book and STIP as required by State and Federal
regulation.
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7.6 Additional Sources of Funding During the Planning Period
One of the mandates of 23 CFR 450.322(f) is to identify potential funding sources or funding strategies
that may be used to fund transportation projects. Such funds may be used to advance projects from the
illustrative list to the eligible for funding list. In some cases, the City of Grand Island, Hall County, or
Merrick County must determine the level of funding for transportation assets they are willing to support.
In addition, there are federal and state funds administered at the state level that GIAMPO may be
eligible to receive. A number of funding and financing strategies are listed below, which show potential
options that have been used or could be used to further fund transportation projects.
Through the Build Nebraska Act, NDOR will invest $600 million statewide over the next 10 (2016-26)
years. NDOR is looking for input into the project prioritization process and for projects identified by local
governments. Capital projects may include adding new lanes, building new expressways, or
constructing new viaducts.
The City of Grand Island has authority to borrow money in the exercise of its powers and duties to fund
or refund any bonds or interest or other indebtedness it may have outstanding. The principal and
interest of bond or other indebtedness shall be payable only out of the revenue, income, and money of
the authority.
The City of Grand Island has levied 1.5 percent sales tax on retail sales and services since 2004.The
1.5 percent has, on average, resulted in the collection of $15,320,500 on a calendar year since 2012.
As a source of additional sales tax revenue, the City of Grand Island may increase the local option
sales tax levy to 2.0 percent, under certain requirements, which would potentially provide an
approximately additional $5,100,000 for specific projects. This increase requires an approval by a vote
of the people.
In 2016 Omnibus Appropriations Act appropriated $500 million for an eighth round of the Transportation
Investment Generating Economic Recovery (TIGER) competitive grant program. Similar to previous
rounds of TIGER, the Department of Transportation (DOT) is authorized to award up to $500 million to
road, rail, transit, and port projects that will have a significant impact on the nation, a metropolitan area,
or a region.
A BILL FOR AN ACT to amend sections 74-1306 and 77-1601.02. The amendment will increase the
levy authority of railroad transportation safety districts by providing for an increase in property tax.
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Chapter 8 ENVIRONMENTAL REVIEW
The transportation enhancements proposed in Journey 2040 are required to comply with the National
Environmental Policy Act of 1969 (NEPA) if federal funds are used to complete the project. This chapter
explains the background of potential environmental consequences to consider when developing new
transportation projects, and where environmentally sensitive areas are located in relation to the projects
identified in the horizon years or 2025 and 2040.
The environmental review also evaluates the connection between the GIAMPO LRTP goals and
environmental stewardship, the inventory of environmental resources, the applicable legislation, and
the currently employed mitigation process. This section reflects the desire to take environmental factors
into consideration when developing projects.
8.1 Connection to LRTP Goals
The consideration of environmental factors relates to the following Journey 2040 goal:
The purpose of this goal is to protect and enhance the environment, promote energy conservation,
improve the quality of life, and promote consistency between transportation improvements and state
and local planned growth and economic development patterns.
Strategies to address this goal include:
Avoid, minimize, and mitigate the negative environmental impacts of the transportation system.
Retain attainment air-quality status, as designated by the EPA.
Promote energy conservation through the transportation system.
Invest in alternative and renewable fuel infrastructure.
Increase the mode share of alternative modes of transportation (transit, bicycle, pedestrian) to
ten percent of all trips by 2040.
Consider aesthetics and urban form in the design process.
Coordinate transportation investments with land use policies to minimize environmental costs.
Preserve cultural, scenic and historic resources.
8.2 Impacts
Potential impacts of projects can range from affecting the cultural heritage of a community to
threatening the habitats of endangered or threatened species. The impacts below are followed by an
additional explanation of their specific significance.
A noise analysis is required for federally funded Type I Projects. These project typically include
capacity adding such as lane additions, a new roadway on new alignment and substantial changes in
vertical or horizontal alignment (see Nebraska Noise and Analysis Abatement Policy or 23 CFR 772 for
complete definition of a Type I project). If noise impacts are identified, noise abatement is considered.
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Noise abatement must meet feasibility and reasonableness goals as outlined in the Nebraska Noise
Policy in order to be constructed. Best Management Practices shall be used to control and mitigate
construction noise. It is important for local planning agencies to coordinate with developers in order to
recommend setbacks for new or changed developments to prevent future noise impacts.
Cultural resources would be considered under this category of environmental impact.11 If, in
consultation with the Nebraska State Historic Preservation (NESHPO), it is determined that a historic
resource would be adversely affected by a federal undertaking, efforts to avoid and or minimize the
adverse effect would be necessary. If avoidance and minimization are not effective, then mitigation of
the adverse effect would be completed.
Environment Justice Areas can be described as areas where a significant portion of minority and/or
low-income people live. Executive Order on Environmental Justice 12898 requires all federal agencies,
including both the FHWA and FTA, to address the impact of their programs with respect to
Environmental Justice. To the extent practicable and permitted by law, the Executive Order states that
neither minority nor low-income populations may receive disproportionately high or adverse impacts as
a result of a proposed project.
In order to classify a census block group as an Environmental Justice Area, the population must have a
high percentage of minority populations and/or a high percentage of low-income households when
compared to the larger surrounding area. Environmental Justice Areas are considered to be areas
where the minority and/or low-income population percentage is meaningfully greater than the minority
and/or low-income population percentages in the larger surrounding area.
The DOT-based guidelines, established from the U.S. Department of Health and Human Services
poverty guidelines12, were used to determine which households are low-income in the region. An
Environmental Justice analysis is to compare areas within the community at-large. For this overview,
low-income households are shown to provide a general overview of areas where the rate of low-income
households comprise than 20 percent of a census block group.
A total of 19 out of 55 block groups are considered to have a high rate of low-income households, while
10 block groups have both high levels of minority populations and low-income households. Figure 8-1
11 National Historic Preservation Act of 1966, as amended. Section 106 Identification, Evaluation and Project
Effect Recommendations
12 In 2013, the average household size in Grand Island, 2.6 persons, was used to determine the most a
household could earn and still be considered low-income. The income levels for 2-person, $15,510, and 3-person
households, $19,530, were found and multiplied by 0.6 in order to find the low-income threshold for Grand
Island’s average household size, $17,922. Because the American Community Survey only provides household
income data in $5,000 increments, low-income households are considered to be households earning less than
$20,000.
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displays the environmental justice areas in Grand Island and the proposed transportation projects by
2040. These areas show locations were a separate environmental justice analysis may need to be
completed as project are developed.
A system level review of environmental justice impacts was conducted for projects with defined
locations. To conduct this review, the following methodology was applied. Future project investments
that were located entirely inside an environmental justice area was determined to have 100 percent
impact in that location. Projects that abutted or crossed into environmental justice areas were assigned
50 percent to those areas. Projects that are not located adjacent to or inside areas identified as
environmental justice sensitive areas were assigned zero percent impact on environmental justice
areas.
The individual project assignment of investment and impact percentage for individual projects is shown
in Appendix F. A summary table of investment in environmental justice areas as compared total
regional investment is shown on the following page in Table 8-1. A few 2016-2020 NDOR projects are
listed with various locations that cannot be accurately mapped and assigned to reasonable locations for
assessment of impact. Project locations are also shown in Figure 8-1 with the project identification
numbers corresponding to the project listing shown in Appendix F.
Projects located in environmental justice areas account for 58.2 percent of the total funding to be spent
for the duration of this plan. Regarding the number of projects that occur in environmental justice areas,
project owners are encouraged to take steps to avoid, minimize or mitigate any potential negative
impacts of specific projects. As for the scope of these projects and the anticipated improvements to
safety, connectivity, and/or efficiency that will result at their completion, it is assumed that overall the
benefits of the program outweigh the burdens that may occur during project development. Special care
should be taken to accommodate low income and minority persons during the development of the
individual projects to ensure that project sponsors are acting in the best interest of the public.
Table 8-1: Investment in Environmental Justice Areas (2016-2040)
Environmental Justice Investment
Time
Period
Total
Projects
Total Project Cost in
YOE
($1,000)
Projects
Impacting
Environmental
Justice Areas
Environmental
Justice
Investment in
YOE
($1,000)
Percentage of
Total
Investment in
Environmental
Justice Areas
2016-2020 5 $ 68,155 4 $ 55,447 81.4%
2018-2022 2 $ 11,480 1 $ 2,265 19.7%
2016-2025 2 $ 15,466 1 $ 12,099 78.2%
2026-2040 3 $ 24,933 0 $ 0 0.00%
Total 12 $ 120,034 6 $ 69,811 58.2%
According to the Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990 – 2013, nearly one
third of all U.S. carbon dioxide emissions come from transportation, or the second largest single source.
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Transportation infrastructure inherently generates pollution from burning fossil fuels from automobiles,
air travel, marine transportation, and rail. Of those sectors, farming, trucking, personal vehicles, and rail
traffic are most prevalent in Grand Island. Efforts to reducing global greenhouse emissions include
reducing vehicle miles traveled (VMT), reducing traffic congestion, and by driving more fuel efficient
vehicles or drive vehicles that emit lower levels of pollution.
The Clean Air Act, as amended in 1990, requires the EPA to set National Ambient Air Quality
Standards (NAAQS) for pollutants deemed harmful to humans and the environment. The EPA lists the
following seven pollutants as harmful.
PM10: Fine Particulates less than 10 microns in diameter.
PM2.5: Fine Particulates less than 2.5 microns in diameter.
O3: Ground level Ozone gas.
CO: Carbon Monoxide gas.
SO2: Sulfur Dioxide gas.
TRS: Total Reduced Sulfur.
NO2: Nitrogen Dioxide gas.
With federal regulations, the state of Nebraska is required to monitor the ambient air quality inside its
borders. Air quality sensors in both Nebraska monitor the levels of harmful gasses, particulates, and
elements contained in the ambient air of the GIAMPO area. Currently, the GIAMPO area is in
attainment for the above air quality standards. Should the Grand Island area be designated as non-
attainment in the future, GIAMPO would need to work with the local governments and with the
Nebraska Department of Environmental Quality (NDEQ) to address potential issues. In other areas,
local stakeholder groups have been formed to identify ways local businesses and households to
voluntarily reduce emissions.
While it is possible for endangered or threatened species to appear in nearly any given location, the
U.S. Fish and Wildlife Service gathers a list of species, flora, and fauna, believed to or known to occur
in each state, including Nebraska. If plants or animals are officially listed, they are regarded as either
endangered, threatened, or a candidate for an official listing. The species below are officially listed and
located within the City of Grand Island as of February, 2015.13
Species: Status
Hall County:
Interior least tern: Endangered
Northern long-eared bat: Threatened
Piping plover: Threatened
Western prairie fringed orchid: Threatened
13 http://ecos.fws.gov/tess_public/reports/species-listed-by-state-report?state=NE&status=listed
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Whooping crane: Endangered
River otter: Threatened
Small white lady’s slipper: Threatened
Merrick County:
Finescale dace: Threatened
Northern long-eared bat: Threatened
Interior least tern: Endangered
Piping plover: Threatened River otter: Threatened
Small white lady’s slipper: Threatened
Whooping crane: Endangered
Federally-funded transportation projects that impact parklands, recreational areas, and wildlife refuges
are subject to additional federal scrutiny. This would apply to resources that designated as Section 4(f)
resources (49 US Code 303 Section 4(f)). Figure 8-2 displays the location of these sensitive areas in
Grand Island and are overlaid by the proposed transportation projects by 2040. Projects falling near
these identified areas may result in the need to consider these environmental factors.
The most significant water feature in the GIAMPO area is the Platte River. The GIAMPO area is also
home to a multitude of lakes, ponds, creeks and streams. Included in this watershed are wetlands.
Wetlands are defined by the EPA as areas in which water covers the soil, or is present at or near the
surface of the soil during varying times of the year (including the growing season). These areas of
hydrologic soil are found most commonly around lakes, rivers, and streams (riparian wetlands); isolated
wetlands can also be evident in depressions surrounded by dry land. In many cases, wetlands can be
dry for much of the year. These vernal wetlands are important because they offer specialized breeding
habitat for many plants and animals.
Inside of the above classifications, the US Army Corps of Engineers (USACE) identifies jurisdictional
and non-jurisdictional wetlands. The determination of a jurisdictional wetland or waterway is conducted
by the Corps of Engineers. Generally, jurisdictional wetlands are under the protection and control of the
EPA and USACE. Where applicable, projects in the GIAMPO region will comply with all necessary
FHWA, USACE, and EPA regulations in dealing with the region’s water resources. Water resources in
the GIAMPO area are also shown in Figure 8-2. It should be noted that all wetlands are not delineated
in the Figure. Wetlands delineation shall take place as part of the NEPA process for individual
applicable projects.
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Figure 8-1: Proposed Projects & Environmental Justice Areas
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Figure 8-2: Proposed Projects with Flood Zones, Wetlands, and Public Use Areas
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Chapter 9 RECOMMENDED TRANSPORTATION PLAN
Journey 2040 is a plan to guide the future development of the transportation system. This is the initial
Metropolitan Transportation Plan completed for the Grand Island region following federal guidance.
This chapter outlines policy recommendations and capital projects to move the region towards
achieving the goals and performance targets outlined in this plan. MPO member governments have a
prime opportunity to mold the transportation network into a transportation system that addresses the
needs and goals of the region. The following section identifies transportation projects and policies that
GIAMPO member organizations can adopt to improve the transportation system.
Looking forward to year 2040, the Grand Island area will experience growth and demographic changes.
The area is projected to experience a growth of 20,000 persons by the year 2040. The number of
elderly will increase, as well as the number of persons in the 25-40 age range. The urban area will
expand to accommodate the increase in people and jobs. With these anticipated demographic shifts,
creating a region where vehicle trips can be made efficiently, as well as accommodating walking,
biking, and using public transportation will be imperative. This plan addresses safety of vehicle,
pedestrian, and bicycle travel. It addresses security so the transportation system provides an
environment where travel is not susceptible to real or perceived crimes.
As noted in Chapter 4 (Existing Conditions) and in Chapter 5 (Future Conditions), a number of
congested roadway intersections and segments were identified. Traffic forecasts indicate a number of
new transportation investments are needed to maintain travel mobility and improve traffic safety. The
region should:
Invest in rehabilitating existing infrastructure in order to maintain regional traffic operations and
to make the most of significant investments made over the past decades.
Implement the roadway projects identified in this plan that will best serve the future mobility
needs of the Grand Island area. An analysis of financial resources has also been completed.
The recommended investments are described in the following sections of this chapter.
In addition to these recommended transportation investments, the GIAMPO region should:
Conduct an engineering study to optimize signal timing, particularly in the US-281 corridor to
fully realize benefits to traffic capacity, safety, and air quality since safety and efficiency was
identified as a key project goal for this plan. Projects have been identified to address this need.
Ensure available transportation funding is used to maintain the current transportation
infrastructure, but also to make the needed transportation investments and implement the
recommendations of this plan. New sources of funding should also be explored.
Complete a Grand Island area Transit Feasibility Study to analyze public transportation options
and costs in order to provide additional transit options for people who are without access to
private vehicles or prefer not to drive. The long-range transportation plan would be amended
with any goals, objectives, performance measures and projects that would be identified in that
study.
Conduct a pedestrian and bicycle study for the Grand Island area that identifies a walking and
biking network that meets Americans with Disabilities Act (ADA) standard. This study will further
community health, exercise, well-being, and social interaction opportunities for all residents in
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the community. The long-range transportation plan would also be amended with any goals,
objectives, performance measures and projects that would be identified in that study.
9.1 Process to Identify Fiscally Constrained Projects
This chapter presents the projects anticipated to be constructed based on funding projections and
those projects in which additional funding is needed. The chapter includes consideration of funding for
Operations and Maintenance, Non-Regional Activities, the Rehabilitation of existing streets and
highways, and includes consideration of Committed Project lists presented in this report. Projects from
the Safety and Efficiency Scenario, the Connectivity Scenario, and Accessibility Scenario have been
evaluated based upon the funding limits described in Chapter 7. From these inputs and considerations,
the Fiscally Constrained GIAMPO 2040 Long-Range Transportation Plan was developed.
This Fiscally Constrained Plan is limited to projects that can be funded with available revenues based
upon year of expenditure (YOE) costs. A project cost inflation factor of four percent per year was used
for year of expenditure cost as recommended by US DOT. The plan has flexibility in that projects are
prioritized and grouped by mid- and long-term horizon years, and GIAMPO has the opportunity to
reprioritize the project list within these time periods. Short-term projects have been identified and are
shown as committed projects, which are included in the region’s Transportation Improvement Plan
(TIP). This chapter begins with a summary of the Fiscally Constrained Plan process, the prioritization of
roadway projects, the allocation of available funds, and then a summary of projects included in a
Fiscally Constrained Plan. The overall process is shown in Figure 9-1.
Figure 9-1: Financial Analysis Process*
*LRTP Amendment No. 5 – This amendment also included the consideration of funding for Non-Regional
Activities with regards to the financial analysis process.
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The amounts of available funding for all projects are shown in Table 9-1 on the following page. This
table represents the estimate of revenues for transportation for the years 2016 – 2040.
Table 9-1: Total Available Roadway Revenue (2016-2040)
Total Available Roadway Funds ($1,000)
Time
Period Federal State Local Total
Revenues
2016-2025 $39,404 $115,665 $28,100 $183,169
2026-2040 TBD14 $145,559 $48,241 $193,800
Total $39,404 $261,224 $76,341 $376,969
Committed projects are defined to include those projects currently programmed or now under
construction. The first step in identifying the amount of funds available for new construction was to
subtract the cost of these projects from the estimated total revenues from 2016 through 2040. A
number of major projects have been programmed for the Grand Island area. Many of the committed
projects are being completed by NDOR utilizing federal funding from a number of sources. The specific
construction year and funding by source can be found in the GIAMPO Transportation Improvement
Programs (TIP) 2016-2020, 2018-2022, and 2019-2023.
Between 2016 and 2023, NDOR will complete a major reconstruction on I-80 in the GIAMPO planning
area, the reconstruction of US-281 between Old US-30 viaduct over UPRR to 1.8 miles south of
Howard County Line, the replacement of three bridges on US-30, and resurface N-2 from Cairo
southeast to US-281. NDOR has also committed to construct a US-30 realignment from west of US-281
14 To Be Determined (TBD): Federal revenue estimates for NDOR projects in the GIAMPO planning area will be
determined as the MPO’s needs are assessed and funding targets are established. At this time, NDOR is still
assessing the need for specific projects of regional significance in the GIAMPO planning area for the period of
2023-2040. NDOR has established revenue projections within the timeframe of the NDOR Surface Transportation
Program Book, a six-year document that outlines NDOR’s projects and future expenditures. NDOR recognizes an
ongoing and long-term need to monitor, evaluate and upgrade the state highway and interstate highway system in
the GIAMPO planning area as well as the State of Nebraska at large.
NDOR will continue to monitor the existing conditions and proposed future changes to the state highway system
with the continuing cooperation, coordination and assistance of GIAMPO and local partners. As future needs are
identified with regard to infrastructure condition, safety, roadway capacity or transit service, NDOR will work to
address these needs and include them through update or amendment in the GIAMPO Long Range Transportation
Plan, TIP and the NDOR Surface Transportation Program Book and STIP as required by State and Federal
regulation.
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to near County Road 20 and then also install automated gates at I-80 interchanges. The total cost of
these projects, shown in Table 9-2, is estimated at $82 million.
Table 9-2: Committed Project Costs
Committed Project Cost ($1,000)
Time
Period Federal State Local Total Costs
2016-2025 $39,404 $36,598 $6,280 $82,282
Note: Project Costs have been inflated to Year of Expenditure by sponsoring jurisdictions at a 4 percent increase
per year per US DOT recommendations.
The City of Grand Island has an annual budget relating to the Non-Regional expenditures for improving
the transportation system. These expenditures include activities such as the triennial pavement survey,
annual handicap ramp projects, non-regional roadway projects, and various other small projects. Table
9-3 presents the Non-Regional cost projections for the 2040 planning horizon. These costs are shown
on an annual basis in Appendix C.
Table 9-3: Non-Regional Budget
Non-Regional
Expenditures ($1,000)
Time Period Non-Regional
2016-2025 $15,103
2026-2040 $11,796
Total $26,899
The City of Grand Island and Hall County in the GIAMPO planning area have an annual Operation and
Maintenance budget to maintain the existing transportation infrastructure. It includes personnel,
equipment, and materials cost of maintenance. It also includes funds for more extensive maintenance
projects such as resurfacing, replacing curbs, signs, signal maintenance, and other similar activities.
NDOR contracts with the local governments to complete routine maintenance. Table 9-4 presents the
combined local and state maintenance costs. Operation and Maintenance costs, also presented in
Table 9-4, were projected for the next 25 years. These costs are shown on an annual basis in Appendix
C. The funds for operations, maintenance, and potentially reconstruction are shown in Table 9-4. The
inflation rate for the future year of expenditure is based upon past trends. These assumptions and rates
are documented in Appendix C.
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Table 9-4: Operation and Maintenance Budget
Operation & Maintenance
Expenditures ($1,000)
Time Period
Local Operation &
Maintenance
2016-2025 $64,927
2026-2040 $154,749
Total $219,676
Table 9-5 on the following page shows the remaining funds available after committed project costs,
non-regional costs, and operations and maintenance costs are subtracted from the total revenues. In
summary, the table shows anticipated revenues for available for programming new construction
projects in the GIAMPO planning area for the remaining portion of the plan.
Table 9-5: Available Roadway Revenue
Available New Project Revenue ($1,000)
Time
Period Federal Local / State Total
Revenue
2016-2025 $0 $20,857 $20,857
2026-2040 TBD15 $27,255 $27,255
Total $0 $48,112 $48,112
15 To Be Determined (TBD): Federal revenue estimates for NDOR projects in the GIAMPO planning area will be
determined as the MPO’s needs are assessed and funding targets are established. At this time, NDOR is still
assessing the need for specific projects of regional significance in the GIAMPO planning area for the period of
2023-2040. NDOR has established revenue projections within the timeframe of the NDOR Surface Transportation
Program Book, a six-year document that outlines NDOR’s projects and future expenditures. NDOR recognizes an
ongoing and long-term need to monitor, evaluate and upgrade the state highway and interstate highway system in
the GIAMPO planning area as well as the State of Nebraska at large.
NDOR will continue to monitor the existing conditions and proposed future changes to the state highway system
with the continuing cooperation, coordination and assistance of GIAMPO and local partners. As future needs are
identified with regard to infrastructure condition, safety, roadway capacity or transit service, NDOR will work to
address these needs and include them through update or amendment in the GIAMPO Long Range Transportation
Plan, TIP and the NDOR Surface Transportation Program Book and STIP as required by State and Federal
regulation.
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9.2 Project Priority Process
The projects were evaluated and prioritized based upon the funds and in what time period the project
would be proposed. This process took three steps: project evaluation, public input, and MPO Technical
Advisory Committee review.
Each of the proposed projects presented in the Long-Range Transportation Plan was evaluated based
on the GIAMPO 2040 project goals and evaluation criteria presented in Chapter 3. Each criterion was
transparent. Base factors and criteria were developed for each project goal. A composite score was
calculated for each project based on the goal score multiplied by the goal weight, which was developed
as part of the public involvement process. The priorities are discussed in Chapter 5, with detailed
project scoring shown in the Appendices.
Public input was sought on project priorities. As part of the second public meeting, participants scored a
high, medium, or low prioritization to each project type. They also provided input on specific projects
within each type. In general, there was strong support for the overall process for the prioritization of
projects.
9.3 Fiscally Constrained Project Plan
The Fiscally Constrained Plan is presented in Figure 9-2 and in Table 9-7. This Fiscally Constrained
Plan is comprehensive and includes both projects to be partially funded through federal and state
revenue forecasts, as well as projects to be funded through local resources.
The following assumptions were used in the development of the Fiscally Constrained Plan.
The Fiscally Constrained Plan assumes all operating and maintenance needs are covered first
with local funding.
Secondly, the Fiscally Constrained Plan takes into consideration major rehabilitation and
preservation projects throughout the GIAMPO planning area. These funds are considered prior
to new construction or capacity projects.
Traffic operations and efficiency projects are considered the next priority after the above
assumptions.
Locally funded improvements shown in the Fiscally Constrained Plan in this Long-Range
Transportation Plan are constrained by reasonably anticipated local revenues. Potential new
local revenue sources are supported in this plan, but are not included as part of the Fiscally
Constrained Plan.
State funds are based upon historical trends, plus a minimal increase related to the recently
approved Build Nebraska Act that provides additional revenues for transportation.
Available federal revenue during the first horizon year period (FY2016-FY2025) reflects the
previous and current Grand Island Area MPO TIPs. It is assumed that NDOR will not be
spending any additional Federal-Aid in the MPO area during this period. Federal revenue
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estimates for NDOR projects are assumed to be determined for the second horizon year period
(FY2026-FY2040).
The Federal Transit Administration funding programs were previously discussed in detail, including the
different program types and eligibility in Chapter 7. Table 9-6 illustrates the public transportation funding
program for the future. The federal funding category includes Section 5307, 5310, 5311, and 5339
monies. Appendix C includes the detailed funding anticipated to be available by year.
Table 9-6 Transit Revenues
Public Transportation Funding Estimates ($1,000) –
Maintain Exiting Services
Time
Period Federal Local / State Total Revenues
2016-2025 $5,762 $2,839 $8,602
2026-2040 $11,193 $5,765 $16,958
Total $16,956 $8,604 $25,560
Note: Line item revenue and cost for transit services are shown in Appendix C and have been inflated to reflect
anticipated revenue growth and year of expenditure dollars.
9.4 Projects Not Fiscally Constrained
Financial resources are not large enough to fund all of the projects identified in this transportation plan.
Those projects outside the anticipated revenues are described as “Illustrative Projects”. The Illustrative
Projects are shown in Figure 9-3 and in Table 9-8.
9.5 Implementation
The analysis of existing revenue sources shows the financial capacity to complete the fiscally
constrained projects. However, the revenue streams are gradual and the project costs typically occur in
large amounts at one time. Often local communities face difficulty in developing resource reserves over
time to be able to undertake larger projects. To address this potential difficulty, the following financial
steps can be considered:
1) Provide a dedicated amount of funding for transportation by local governments, rather than
using annual allocations of general fund revenues.
2) Consider additional resources to obtain needed revenues for the major investments identified in
this plan.
3) Consider the use of bonding for one or more transportation projects identified in this plan. The
existing revenue stream for transportation or use of new resources could be used as debt
service for the bonds.
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Figure 9-2: Fiscally Constrained Plan
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Figure 9-3: Illustrative Projects (Not Included in the Fiscally Constrained Plan)
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Table 9-7: Fiscally Constrained Project Plan
Grand Island Area MPO Transportation Improvement Program FY 2016-2020 / FY 2018-2022 / FY 2019-2023
State
ID
Project
Name Project Description A/Q
Status
Length
(SLM)
Total
Project
Est.
Phase YOE Fund Type Fund
Description
TIP
Estimate by
Phase
Amount
($1,000)
PE 2018 Local Grand Island $158
PE 2018 State
Build
Nebraska $2,096
ROW 2019 Local Grand Island $508
4-lane divided roadway on new
alignment ROW 2019 State
Build
Nebraska $3,863
US-30 from 1.4 mi west of
Grand Island to 0.4 mi west of
US-281, Begin RP - 308.64
Const/CE 2019 Local Grand Island $1,525
41704
US-281 West,
Grand Island Exempt 3.9 mi $30,693 Const/CE 2019 State
Build
Nebraska $22,543
Mill, concrete repair, resurface
4-lane dual roadway and
shoulders, bridge repair
PE 2017 State NDOR $45
Const/CE 2018 State NDOR $1,267
42674
Platte River -
Phillips
I-80 from Platte River west of
Grand Island to Phillips, Begin
RP - 310.88 Exempt 7.7 mi $12,708 Const/CE 2018 NHPP
National
Highway
Performance
Program $11,396
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State
ID
Project
Name Project Description A/Q
Status
Length
(SLM)
Total
Project
Est.
Phase YOE Fund Type Fund
Description
TIP
Estimate by
Phase
Amount
($1,000)
PE 2015 State NDOR $779
Const/CE 2017
Grand
Island Grand Island $3,126
Const/CE 2017 State NDOR $2,767
Resurface existing roadway &
US-281/N-2 ramps, concrete
repair, bridge repair, add
subdrains Const/CE 2017 HSIP
Highway
Safety
Improvement
Program $585
42690
In Grand
Island &
North
US-281 from Old US-30
Viaduct over UPRR, North to
1.8 mi South of Howard
County Line, Begin RP – 68.90 Exempt 9.6 mi $18,707 Const/CE 2017 NHPP
National
Highway
Performance
Program $11,450
PE 2017 State NDOR $39
Const/CE 2018 State NDOR $194
Deploy automated gate
systems and CCTV Cameras Const/CE 2018 EM Earmark $355
42773
Grand Island
- WACO
Several I-80 interchanges in
District 4 Exempt 0 $1,537 Const/CE 2018 NHPP
National
Highway
Performance
Program $949
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State
ID Project Name Project Description A/Q
Status
Length
(SLM)
Total
Project
Est.
Phase YOE Fund Type Fund
Description
TIP
Estimate by
Phase
Amount
($1,000)
PE 2019 State NDOR $227
ROW 2021 State NDOR $5
3-bridge repair/overlays,
sealing, new approach slabs,
mill, resurface roadway Const/CE 2022 Local Grand Island $60
Three US-30 Bridges in
Grand Island (Jct US-30/US-
281/N-2 bridge and from Old
Lincoln Hwy to Grand St),
Begin RP - 313.66
Const/CE 2022 State NDOR $936
42776
In Grand Island
Bridges Exempt 0 $4,648 Const/CE 2022 NHPP
National
Highway
Performance
Program $3,420
PE 2017 Local Grand Island $16
Reconfigure Stolley Park
Road to 3, 4 and 5 lane
sections - FHWA Road Diet
Initiative
PE 2017 HSIP
Highway
Safety
Improvement
Program $144
Const./CE 2018 Local Grand Island $124
42812
Grand Island -
Stolley Park
Reconfiguration
From Webb Road to S.
Locust St Exempt 2.04 mi $1,399 Const./CE 2018 HSIP
Highway
Safety
Improvement
Program $1,115
PE 2016 State NDOR $1
Const/CE 2016 State NDOR $111
42828
District 4 -
Districtwide
striping
Install durable pavement
markings Exempt 0 $1,110 Const/CE 2016 HSIP
Highway
Safety
Improvement
Program $998
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State
ID Project Name Project Description A/Q
Status
Length
(SLM)
Total
Project
Est.
Phase YOE Fund Type Fund
Description
TIP
Estimate by
Phase
Amount
($1,000)
2016 Local Grand Island $25
Transit Needs
Analysis
Feasibility Study to identify
Transit Needs Exempt $125 2016 FTA Sec. 5307 $100
PE 2019 State NDOR $53
ROW 2020 State NDOR $10
Const/CE 2021 Local Grand Island $198
Resurfacing Const/CE 2021 State NDOR $1,662
42787
Cairo - Grand
Island
N-2 from Cairo southeast to
US-281 in Grand Island,
Begin RP - 343.73 Exempt 12.3 mi $9,215 Const/CE 2021 NHPP
National
Highway
Performance
Program $7,292
PE 2019 Local Grand Island $44
PE 2019 HSIP
Highway
Safety
Improvement
Program $175
ROW 2019 Local Grand Island $101
ROW 2019 HSIP
Highway
Safety
Improvement
Program $406
Intersection Improvements Const/CE 2021 Local Grand Island $420
42863
5-Points
Intersection
Improvements
Broadwell Avenue, State
Street, and Eddy Street
Intersection Exempt 0.4 mi $2,265 Const/CE 2021 HSIP
Highway
Safety
Improvement
Program $1,119
Total $82,407
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Table 9-7: Fiscally Constrained Project Plan (Continued)
GIAMPO Project Listing 2019-2025
Project
ID Project Name Project Description From To Jurisdiction
Total Cost
($1,000) Current
Year
Total Cost
($1,000) Future
Year
Available Fiscal
Constrained ($1,000)
2016 - 2025 $20,857
B-2a Old Potash Highway Widen to 5 lanes Claude Road Webb Road Grand Island $11,400* $12,099 $8,758
B-4b North Road Widen to 3 lanes Highway 2 Capital
Avenue Grand Island $3,000* $3,367 $5,391
Total 2019-2025 $14,400 $15,466 $5,391
*Current Year - 2019
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Table 9-7 Fiscally Constrained Project Plan (Continued)
GIAMPO Project Listing 2026-2040
Project
ID Project Name Project Description From To Jurisdiction
Total Cost
($1,000)
Current Year
Total Cost
($1,000) Future
Year
Available Fiscal
Constrained
($1,000)
2026-2040 $27,255
B-4c North Road Widen to 3 lanes Capital Avenue State Street Grand Island $3,150* $6,136 $21,119
B-4d North Road Widen to 3 lanes State Street 13th Street Grand Island $3,400* $6,623 $14,496
B-4e North Road Widen to 3 lanes 13th Street Old Potash
Highway Grand Island $6,250* $12,174 $2,322
Total 2026-2040 $12,800 $24,933 $2,322
*Current Year - 2019
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Table 9-8: Illustrative Project Plan (Unfunded)
GIAMPO Illustrative Projects
Project ID Project Name Project Description From To Jurisdiction
Total
Cost
($1,000)
Current
Year
Illustrative Project 2040+
17 Locust Street Reconstruction Koenig Street Fonner Park
Road Grand Island $5,400*
4 Broadwell over
UPRR and
Broadwell
Extension
Broadwell Avenue widening (5-lane) Faidley Avenue Third Street
Grand Island
$3,900
5 Broadwell UPRR bridge $13,000
6 Broadwell Extension (3-lane) Anna Street Adams Street $4,900
B-8 Husker
Highway Widen to 3 lanes US-281 North Road Grand Island $4,947
B-1a Capital Avenue Widen to 5 lanes Broadwell Avenue BNSF RR/Oak
Street Grand Island $3,438
Intersection
Improvements Improvements at various intersections Various Various Grand Island $3,500
Intersection
Improvements Improvements at various intersections Various Various Grand Island $3,764
B-2b Old Potash
Highway Widen to 3 lanes Engleman Road Claude Road Grand Island $5,269
B-1b Capital Avenue Widen to 3 lanes BNSF RR/Oak Street St. Paul Road Grand Island $1,781
B-1c Capital Avenue Widen to 3 lanes Dairy Queen Engleman
Road Grand Island $5,700
B-7 Stolley Park
Road Widen to 3 lanes Fair Ground Entrance Stuhr Road Grand Island $2,183
B-3a Stuhr Road Widen to 3 lanes US-30 BNSF RR Grand Island $9,656
B-3b Stuhr Road Widen to 3 lanes BNSF RR US-34 Grand Island $9,656
*Current Year - 2019
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157
*expand 3-lane to 5-lane
Project ID Project Name Project Description From To Jurisdiction
Total Cost
($1,000)
Current
Year
Illustrative Project 2040+
B-6 13th Street Widen to 3 lanes West of US-281 Independence
Avenue Grand Island $4,193
11
13th Street –
10th Street
Connector
Reconstruct W 13th Street 10th Street Grand Island $600
2
Stuhr Bridges
over BNSF and
UPRR
Engineering Grand Island $2,048
B-5 Swift Road New 2-lane road Talc Road Shady Bend
Road Grand Island $3,150
7 North Road and
UPRR Bridge Widen to 3 lanes; new 2-lane bridge Old Potash Hwy Husker Hwy Grand Island $16,200
9 Broadwell over
BNSF
Widen to 5 lanes
Capital Avenue Airport Road Grand Island $14,300 Realign Old Highway 2 to connect Custer
Avenue;
New 4-lane bridge
3 Eddy Street
Extension New 2-lane Road Phoenix Avenue Locust Street Grand Island $3,300
12 Alda Road and
UPRR Bridge New 2-lane bridge Apollo Street Hwy 30 Grand Island $11,300
15 East Bypass (5-
lanes)
5-lane Stolley Park Road * Locust Street Stuhr Road
Grand Island
$2,500
5-Lane Stuhr Road / Sky Park Road * US-34 Capital
Avenue $11,875
5-lane Husker Hwy US-281 Stuhr Road $18,750
5=lane Captial Avenue BNSF RR/Oak Street Sky Park Road $20,375
16 East Bypass US-
281 to I-80 4-lane Expressway I-80 US 281 Grand Island $78,750
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Project ID Project Name Project Description From To Jurisdiction
Total Cost
($1,000)
Current
Year
Illustrative Project 2040+
2
Stuhr Road
bridge over
UPRR
New 4-lane bridges
Highway 30 4th Street
Grand Island $15,952
Stuhr Road
bridge over
BNSF
New 4-lane bridge Grand Island $11,000
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APPENDIX C
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STATE REVENUE1
Table C-1. STATE REVENUE PROJECTIONS BY YEAR
State Revenue (SMillions)
Year
Municipal
Highway
Allocation
Motor
Vehicle
Fee
Motor
Vehicle
Fee Pro-
Rate*
Build
Nebraska
Act
Federal
Funds
Purchase
Program
(STP)
Federal
Funds
Purchase
Program
(Bridge)
Miscellaneous Total
2016 $4.47 $0.40 $0.00 $0.19 $0.87 $0.02 $0.04 $5.99
2017 $4.75 $0.40 $0.00 $0.19 $0.90 $0.02 $0.05 $6.32
2018 $5.04 $0.41 $1.09 $0.19 $0.92 $0.02 $0.04 $7.72
2019 $5.35 $0.42 $1.12 $0.19 $0.93 $0.02 $0.04 $8.08
2020 $5.44 $0.44 $1.14 $0.19 $0.94 $0.02 $0.04 $8.22
2021 $5.50 $0.45 $1.17 $0.19 $0.95 $0.02 $0.04 $8.33
2022 $5.56 $0.46 $1.20 $0.19 $0.96 $0.02 $0.04 $8.44
2023 $5.62 $0.47 $1.23 $0.19 $0.97 $0.02 $0.04 $8.55
2024 $5.68 $0.49 $1.26 $0.19 $0.98 $0.02 $0.04 $8.66
2025 $5.75 $0.50 $1.29 $0.19 $0.99 $0.02 $0.04 $8.78
2026 $5.81 $0.51 $1.32 $0.19 $1.00 $0.02 $0.04 $8.90
2027 $5.87 $0.53 $1.35 $0.19 $1.01 $0.02 $0.04 $9.02
2028 $5.94 $0.54 $1.38 $0.19 $1.02 $0.02 $0.04 $9.14
2029 $6.00 $0.55 $1.41 $0.19 $1.04 $0.02 $0.04 $9.26
2030 $6.07 $0.57 $1.44 $0.19 $1.05 $0.02 $0.04 $9.39
2031 $6.14 $0.58 $1.48 $0.19 $1.06 $0.02 $0.04 $9.51
2032 $6.20 $0.60 $1.51 $0.19 $1.07 $0.02 $0.04 $9.64
2033 $6.27 $0.62 $1.55 $0.19 $1.08 $0.02 $0.04 $9.77
2034 $6.34 $0.63 $1.58 $0.00 $1.09 $0.02 $0.04 $9.71
2035 $6.41 $0.65 $1.62 $0.00 $1.11 $0.02 $0.04 $9.85
2036 $6.48 $0.67 $1.66 $0.00 $1.12 $0.02 $0.04 $9.99
2037 $6.55 $0.68 $1.70 $0.00 $1.13 $0.02 $0.04 $10.13
2038 $6.62 $0.70 $1.74 $0.00 $1.14 $0.02 $0.04 $10.27
2039 $6.70 $0.72 $1.78 $0.00 $1.16 $0.02 $0.04 $10.42
2040 $6.77 $0.74 $1.82 $0.00 $1.17 $0.02 $0.04 $10.56
Total $147.33 $13.73 $32.84 $3.47 $25.66 $0.49 $1.10 $224.63
Italic - Actual amount *In 2016 and 2017, the Motor Vehicle Pro-Rate was spent in Nondepartmental.
State Revenue - Assumptions and Methodology
The State of Nebraska utilizes various federal and state revenue sources to fund transportation
projects and maintenance in the state. The state receives transportation revenue from fuel
taxes, sales taxes on new and used motor vehicles, and motor vehicle registration fees.
1 LRTP Amendment No. 5 – This amendment updated the projected state revenue based on a review of historical
data and/or budget information and assistance from the City of Grand Island Finance Department staff.
Grand Island Regular Session - 10/15/2018 Page 57 / 71
State revenue forecasts were created based on historical trends to determine an annual growth
rate. Since these forecasts are based solely on historic revenue, they could change as funding
mechanisms are shifted and as populations shift and affect the tax base. Consequently, these
forecasts are only intended as general estimates and are subject to change.
Some state funding sources require a local match for transportation funding. Specifically,
Nebraska Revised Statute, 39-2519 provides, “city of the first or second class or village or
successor municipal county shall be entitled to one-half of its annual allocation with no
requirement of matching, but shall be required to match the second one-half on the basis of one
dollar for each two dollars it receives, with any available funds.”
Municipal Highway Allocation Funds
The Highway Allocation Fund consists of revenues generated from the collection of Motor Fuel
Taxes, Motor Vehicle Registration Fees, Motor Vehicle Sales Tax, and Investment Earnings.
The municipalities of the state share of the Highway Allocation Fund, including the City and
County Road Fund, is currently 50% and is distributed based on the following factors: Total
Population (50%), Total Motor Vehicle Registrations (30%), and Miles of Traffic Lanes of Streets
(20%). These funds are designed for projects throughout the City to rehabilitate, construct and
improve streets, intersections/interchange, sidewalks, bikeways and trails, safety projects,
intelligent transportation infrastructure, and landscaping in connection with street improvement
projects.
The Municipal Highway Allocation funding requires local matching funding.
Revenue Projection - The highway allocation future year projections were developed by
accumulating a revenue history from FY 2007 to FY 2017. The projections are assuming
a 1.10 percent annual growth matching the population annual growth rate.
Motor Vehicle Fee
The Motor Vehicle Fee Fund shall be distributed as follows: (a) 50% to the county treasurer of
each county, amounts in the same proportion as the most recent allocation received by each
county from the highway allocation fund; and (b) 50% to the treasurer of each municipality,
amounts in the same proportion as the most recent allocation received by each municipality
from the highway allocation fund. Funds from the Motor Vehicle Fee Fund shall be considered
local revenue available for matching state sources. All receipts by counties and municipalities
from the Motor Vehicle Fee Fund shall be used for road, bridge, and street purposes.
Revenue Projection - Future year projections were developed for motor vehicle fee and
motor vehicle fee pro-rate by accumulating a revenue history from FY 2007 to FY 2017.
The motor vehicle fee projections are assuming to grow at 2.68 percent annually, and
the growth for the motor vehicle fee pro-rate projections is assumed to be 2.35 percent
per year.
Build Nebraska Act
The Build Nebraska Act became effective July 1, 2013, which designates one quarter of one
percent of general fund sales tax revenue (0.25 cents of the state’s existing 5.5-cent sales tax)
for Nebraska roadways. Eighty-five percent is for the state highway system and fifteen percent
Grand Island Regular Session - 10/15/2018 Page 58 / 71
is for local roads and streets. The Local share is distributed through the Highway Allocation
Fund based on the established factors. Local governments will be required to use their allotment
of the revenue for road and street purposes.
Revenue Projection - The Build Nebraska Act future year projections were developed by
accumulating a revenue history from FY 2014 to FY 2017. The projections are assuming
no annual growth rate due to the limited historical data and the varying percent change
per year from FY 2014 to FY 2017.
The Build Nebraska Act sunsets in FY 2033 and no further funding is assumed to be available
from this source following that date.
LB-610
LB 610 increases the fixed motor fuels tax rate by 1.5 cents every year for four years. Of the two
components of the fixed rate, the portion allocated to the Nebraska Department of Roads
(NDOR) would increase 1/2 cent every year, from 7.5 cents to 9.5 cents. The portion that is
allocated to cities and counties would increase one cent every year from 2.8 cents to 6.8 cents.
Beginning January 2019, the total fixed rate motor fuels tax would be 16.3 cents per gallon. The
local share is distributed through the Highway Allocation Fund based on the established factors.
The fixed fuel tax revenue distributed to cities and counties will increase as shown in the
following table. The fiscal impact is based on one cent of the fuel tax generating $12,700,000
per year and a two-month lag in receipts when the tax rate changes on January 1st of each
year.
Revenue Projection - The LB-610 future year projections is part of the municipal highway
allocation future year projections.
Federal Funds Purchase Program (Surface Transportation Program)
In 2014, Nebraska enacted a program that pays local communities who had been recipients of
Federal Highway Administration (FHWA) Surface Transportation Program (STP) funding. STP
funding had been previously been allocated to Nebraska cities and counties based upon a
population driven formula. The new buy-back program pays these communities 90 cents in
state-aid in return for every dollar in federal-aid.
Revenue Projection - The STP funding buy-back program future year projections were
developed by accumulating a revenue history from FY 2016 to FY 2018. The projections
Grand Island Regular Session - 10/15/2018 Page 59 / 71
are assuming the population annual growth rate of 1.10 percent due to the limited
historical data.
Federal Funds Purchase Program (Bridge Program)
Nebraska has also recently enacted a program to purchase FHWA bridge replacement funding
that had previously been allotted to local jurisdictions. The funding that may reasonably be
expected from this source is potentially thought to be more variable than the STP buy-back
funding. The bridge program’s structure would cause available revenue to wax and wane based
upon the cost and timing of the replacement of deficient bridges across the state and the
location and condition of the next bridges that would need to be replaced.
Revenue Projection - The bridge funding buy-back program future year projections were
developed by accumulating a revenue history from FY 2015 to FY 2018. The projections
are assuming no annual growth rate due to the limited historical data and the varying
percent change per year from FY 2015 to FY 2018.
Miscellaneous
Miscellaneous revenue is comprised of Incentive Payments and maintenance related service
contracts between NDOR and municipalities.
Incentive Payments are remitted to those counties, cities and villages that had a licensed
superintendent engaged in a full road and street program, as per Statue 39-2502 and 39-2512,
during the previous calendar year. City and village payments are based on total population and
the class of license held (A or B) by the street superintendent. County payments are based on
rural population, the class of license held (A or B) by the highway superintendent and are also
dependent, as per Statute 39-2504, on whether a county employs the superintendent or
contracts with a consultant engineer, other person or another county or municipality. Amounts
shown are payments allowed, not payments remitted.
A maintenance related service contract specifies the funding provided to a municipality to be
performed by the municipality, for maintenance activities on specified state-owned right of way.
These activities include snow plowing and mowing.
Revenue Projection – The miscellaneous revenue future year projections were
developed by reviewing the Nebraska statutes for Incentive Payments and
accumulating a revenue history for maintenance related service contracts from FY 2015
to FY 2018. The projections are assuming no annual growth since the annual incentive
payment amount is established by state law and the historical data of maintenance
related service contracts show similar funding amounts per year.
Grand Island Regular Session - 10/15/2018 Page 60 / 71
LOCAL REVENUE2
Table C-2. LOCAL REVENUE PROJECTIONS BY YEAR
Local Revenue ($Millions)
Year
General
Fund
(Property
Tax)
Motor
Vehicle
Sales Tax
Wheel
Tax
Stormwater
Surcharge
Rental Car
Occupation
Miscellaneous Total
2016 $2.00 $1.46 $0.00 $0.00 $0.00 $0.03 $3.49
2017 $2.23 $1.55 $0.00 $0.00 $0.00 $0.10 $3.88
2018 $0.00 $1.60 $1.20 $0.15 $0.12 $0.04 $3.10
2019 $0.00 $1.66 $1.50 $0.30 $0.12 $0.04 $3.61
2020 $0.00 $1.71 $0.00 $0.30 $0.12 $0.04 $2.17
2021 $0.00 $1.77 $0.00 $0.31 $0.12 $0.04 $2.23
2022 $0.00 $1.84 $0.00 $0.31 $0.12 $0.04 $2.30
2023 $0.00 $1.90 $0.00 $0.31 $0.12 $0.04 $2.37
2024 $0.00 $1.97 $0.00 $0.32 $0.12 $0.04 $2.44
2025 $0.00 $2.04 $0.00 $0.32 $0.12 $0.04 $2.51
2026 $0.00 $2.11 $0.00 $0.32 $0.12 $0.04 $2.59
2027 $0.00 $2.18 $0.00 $0.33 $0.12 $0.04 $2.66
2028 $0.00 $2.26 $0.00 $0.33 $0.12 $0.04 $2.74
2029 $0.00 $2.34 $0.00 $0.34 $0.12 $0.04 $2.83
2030 $0.00 $2.42 $0.00 $0.34 $0.12 $0.04 $2.91
2031 $0.00 $2.50 $0.00 $0.34 $0.12 $0.04 $3.00
2032 $0.00 $2.59 $0.00 $0.35 $0.12 $0.04 $3.09
2033 $0.00 $2.68 $0.00 $0.35 $0.12 $0.04 $3.19
2034 $0.00 $2.77 $0.00 $0.36 $0.12 $0.04 $3.28
2035 $0.00 $2.87 $0.00 $0.36 $0.12 $0.04 $3.39
2036 $0.00 $2.97 $0.00 $0.36 $0.12 $0.04 $3.49
2037 $0.00 $3.08 $0.00 $0.37 $0.12 $0.04 $3.60
2038 $0.00 $3.18 $0.00 $0.37 $0.12 $0.04 $3.71
2039 $0.00 $3.30 $0.00 $0.38 $0.12 $0.04 $3.83
2040 $0.00 $3.41 $0.00 $0.38 $0.12 $0.04 $3.95
Total $4.23 $58.15 $2.70 $7.61 $2.65 $1.00 $76.34
Italic - Actual amount
Local Revenue - Assumptions and Methodology
Local revenue was forecast for the FY 2018 to FY 2040 timeframe following a comprehensive
review of past budgets, revenue history, and other information. Specifically, General Fund
revenue is comprised of Property Tax and a budget history that was accumulated from FY 2016
to FY 2018. This revenue stream is not assumed in the future year projections due to utilizing
other revenue sources such as the Motor Vehicle Fee Pro-Rate and the City Wheel Tax. The
operation and maintenance cost projections are assuming $431,000 in General Revenue via
property taxes was removed for nonstreet-related expenses.
2 LRTP Amendment No. 5 – This amendment updated the projected local revenue based on a review of historical
data and/or budget information and assistance from the City of Grand Island Finance Department staff.
Grand Island Regular Session - 10/15/2018 Page 61 / 71
The City Wheel Tax sunsets in FY 2019 and no further funding is assumed to be available from
this source following that date. This revenue stream is assuming no annual growth rate since it
is only available in FY 2018 and FY 2019.
The Rental Car Occupation revenue has no historical data. Therefore, the future year revenue
projections are assuming no annual growth rate.
Revenue generated through the Stormwater Surcharge is based on the number of City of Grand
Island water utility accounts. The number of water utility accounts was tracked for the period of
FY 2006 to FY 2017, and an average growth rate of 1.15% occurred over this time frame. This
growth rate is assumed for the future year revenue projections.
Motor Vehicle Sales Tax revenue was tracked for the FY 2007 to FY 2017 period. Over that
time frame, the motor vehicle tax for the City grew by an average of 4.60 percent. A
conservative 3.50 percent growth rate was applied to the future year projections.
Miscellaneous revenue is comprised of other revenue. The future year projections were
developed by accumulating a revenue history from FY 2015 to FY 2017. The projections are
assuming no annual growth rate due to the varying percent change per year from FY 2015 to
FY 2018.
Grand Island Regular Session - 10/15/2018 Page 62 / 71
FEDERAL HIGHWAY ADMINISTRATION REVENUE3
Table C-3. FEDERAL HIGHWAY ADMINISTRATION REVENUE PROJECTIONS BY YEAR
Federal Highway Administration Revenue ($Millions)
Year
Congestion
Mitigation
and Air
Quality
Program
(CMAQ)
National
Highway
Performance
Program
(NHPP)
Surface
Transportation
Block Grant
Program (STP)
Intelligent
Transportation
System (ITS)
Highway
Safety
Improvement
Program
(HSIP)
Earmark
(EM)
Total
2016 $0.00 $0.00 $0.00 $0.00 $1.00 $0.00 $1.00
2017 $0.00 $11.45 $0.00 $0.00 $0.73 $0.00 $12.18
2018 $0.00 $12.35 $0.00 $0.00 $1.12 $0.36 $13.82
2019 $0.00 $0.00 $0.00 $0.00 $0.58 $0.00 $0.58
2020 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
2021 $0.00 $7.29 $0.00 $0.00 $1.12 $0.00 $8.41
2022 $0.00 $3.42 $0.00 $0.00 $0.00 $0.00 $3.42
2023 TBD* TBD* TBD* TBD* TBD* TBD* $0.00
2024 TBD* TBD* TBD* TBD* TBD* TBD* $0.00
2025 TBD* TBD* TBD* TBD* TBD* TBD* $0.00
2026-2040 TBD* TBD* TBD* TBD* TBD* TBD* $0.00
Total $0.00 $34.51 $0.00 $0.00 $4.54 $0.36 $39.40
Federal Highway Administration Revenue - Assumptions and
Methodology
Revenue projections for Federal-Aid for the period of FY 2016 to FY 2022 reflect the committed
projects that are shown in the GIAMPO Transportation Improvement Program (TIP). At this
time, no other Federal-Aid projects are assumed for the duration of the plan. Additionally, due to
the recent Federal funds buy-back program, it is assumed that local jurisdictions inside the
GIAMPO planning area will not be receiving Federal-aid for the duration of this plan. Federal-aid
is assumed to be available only for NDOR projects.
TBD* - To Be Determined (TBD): Federal revenue estimates for NDOR projects in the GIAMPO
planning area will be determined as the MPO’s needs are assessed and funding targets are
established. At this time, NDOR is still assessing the need for specific projects of regional
significance in the GIAMPO planning area for the period of FY 2023 to FY 2040. NDOR has
established revenue projections within the timeframe of the NDOR Surface Transportation
Program Book, a six-year document that outlines NDOR’s projects and future expenditures.
NDOR recognizes an ongoing and long-term need to monitor, evaluate and upgrade the state
highway and interstate highway system in the GIAMPO planning area as well as the State of
Nebraska at large.
3 LRTP Amendment No. 5 – This amendment updated the projected FHWA revenue based on a review of the
federal revenue estimates for NDOR projects in the previous and current GIAMPO Transportation Improvement
Programs.
Grand Island Regular Session - 10/15/2018 Page 63 / 71
NDOR will continue to monitor the existing conditions and proposed future changes to the state
highway system with the continuing cooperation, coordination and assistance of GIAMPO and
local partners. As future needs are identified with regard to infrastructure condition, safety,
roadway capacity or transit service, NDOR will work to address these needs and include them
through update or amendment in the GIAMPO Long Range Transportation Plan, TIP and the
NDOR Surface Transportation Program Book and Statewide Transportation Improvement
Program (STIP) as required by State and Federal regulation.
NON-REGIONAL
Table C-4. NON-REGIONAL COST PROJECTIONS BY YEAR
Non-Regional (SMillions)
Year Non-Regional
2016 $1.60
2017 $2.66
2018 $3.19
2019 $3.15
2020 $0.69
2021 $0.70
2022 $0.87
2023 $0.73
2024 $0.74
2025 $0.78
2026 $0.63
2027 $0.64
2028 $0.82
2029 $0.67
2030 $0.68
2031 $0.87
2032 $0.71
2033 $0.73
2034 $0.91
2035 $0.76
2036 $0.77
2037 $0.96
2038 $0.80
2039 $0.82
2040 $1.02
Total $26.90
Italic - Actual amount
Non-Regional Cost Projections - Assumptions and Methodology
The non-regional expenditures were forecast for a FY 2019 to FY 2040 timeframe based on the
City of Grand Island actual expenditures for FY 2017 and FY 2018, the City FY 2018 budget,
and project estimates provided by City Public Works staff.
Grand Island Regular Session - 10/15/2018 Page 64 / 71
OPERATIONS AND MAINTENANCE
Table C-5. OPERATIONS AND MAINTENANCE COST PROJECTIONS BY YEAR
Local Operations and Maintenance (SMillions)
Year Operations and Maintenance (Personnel,
Operations, and Capital Outlays)
2016 $6.54 Actual
2017 $6.35 City of Grand Island Forecast
2018 $5.65* City of Grand Island Budget
2019 $5.87
2020 $6.11
2021 $6.35
2022 $6.61
2023 $6.87
2024 $7.15
2025 $7.43
2026 $7.73
2027 $8.04
2028 $8.36
2029 $8.69
2030 $9.04
2031 $9.40
2032 $9.78
2033 $10.17
2034 $10.58
2035 $11.00
2036 $11.44
2037 $11.90
2038 $12.37
2039 $12.87
2040 $13.38
Total $219.68
* $431,000 removed from City of Grand Island budget for nonstreet-related expenses.
Operations and Maintenance Cost Projections - Assumptions and Methodology
The operations and maintenance expenditures were forecast for a FY 2017 to FY 2040
timeframe following a comprehensive review of City of Grand Island actual expenditures from
FY 2011 to FY 2016 and the City FY 2018 budget. The City budget provided a FY 2017 forecast
and FY 2018 budget for expenditures.
Grand Island Regular Session - 10/15/2018 Page 65 / 71
The historical and budget information available for the City of Grand Island is shown below in Table C-6.
Table C-6. OPERATIONS AND MAINTENANCE HISTORICAL INFORMATION AND AVERAGE PERCENT CHANGE
Operations and Maintenance Historical Information and Average Percent Change
Year 2011 2012 2013 2014 2015 2016 2017 2018 2012 to
2016
2012 to
2017
2012 to
2018
2013 to
2016
2013 to
2017
2013 to
2018
Fiscal Year 2010-
2011
2011-
2012
2012-
2013
2013-
2014
2014-
2015
2015-
2016
2016-
2017
2017-
2018 Average Average Average Average Average Average
Actual Actual Actual Actual Actual Actual Forecast Budget A A, F A, F, B A A, F A, F, B
Personnel $1.73 $1.66 $1.72 $1.92 $2.09 $2.23 $2.25 $2.18
-4.44% 3.54% 11.91% 8.83% 6.50% 0.95% -3.17% 5.27% 4.55% 3.45% 7.70% 6.35% 4.76%
Operations $3.21 $2.83 $3.01 $3.15 $2.41 $3.85 $3.61 $3.69
-11.93% 6.47% 4.75% -23.67% 60.01% -6.28% 2.31% 7.13% 4.89% 4.52% 11.89% 8.26% 7.26%
Capital
Outlays $0.07 $0.28 $0.43 $0.28 $0.35 $0.46 $0.50 $0.21
325.31% 51.76% -35.43% 25.61% 32.66% 7.90% -57.62% 79.98% 67.97% 50.03% 18.65% 16.50% 4.15%
Total $5.01 $4.77 $5.16 $5.35 $4.85 $6.54 $6.35 $6.08
-4.83% 8.16% 3.77% -9.44% 34.95% -2.81% -4.36% 6.52% 4.97% 3.63% 9.36% 6.93% 5.04%
Actual (A) Forecast (F)
Budget (B)
Annual expenditures are displayed with the percent change in expenditures from year to year shown above. The average columns
show the percent change average for five-year, six-year, and seven-year periods with a beginning year of 2011 or 2012. A
conservative 4.00 percent growth rate was applied to the Operations and Maintenance projections shown in Table C-5.
Grand Island Regular Session - 10/15/2018 Page 66 / 71
FEDERAL TRANSIT ADMINISTRATION REVENUE
TABLE C-7. TRANSIT FUNDING BY YEAR (2016-2025)
TRANSIT FUNDING BY YEAR (2016-2025)
2016-2025
FTA Federal
Program 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 Total
5310 $ 102,000 $ 102,000 $ 104,550 $ 107,164 $ 109,843 $ 112,589 $ 115,404 $ 118,289 $ 121,246 $ 124,277 $ 1,117,361
Local $ 10,200 $ 10,200 $ 10,455 $ 10,716 $ 10,984 $ 11,259 $ 11,540 $ 11,829 $ 12,125 $ 12,428 $ 111,736
State $ 10,200 $ 10,200 $ 10,455 $ 10,716 $ 10,984 $ 11,259 $ 11,540 $ 11,829 $ 12,125 $ 12,428 $ 111,736
Total $ 122,400 $ 122,400 $ 125,460 $ 128,597 $ 131,811 $ 135,107 $ 138,484 $ 141,946 $ 145,495 $ 149,133 $ 1,340,833
Capital 5311 $ 88,000 $ 88,000
Local $ 22,000 $ 22,000
State
Total $ 110,000 $ 110,000
Operating 5311 $ 353,108 $ 37,539 $ 38,478 $ 39,440 $ 40,426 $ 41,436 $ 42,472 $ 43,534 $ 44,622 $ 45,738 $ 726,792
Local $ 96,619 $ 5,567 $ 5,706 $ 5,849 $ 5,995 $ 6,145 $ 6,298 $ 6,456 $ 6,617 $ 6,783 $ 152,035
State $ 98,618 $ 5,567 $ 5,706 $ 5,849 $ 5,995 $ 6,145 $ 6,298 $ 6,456 $ 6,617 $ 6,783 $ 154,034
Total $ 548,345 $ 48,673 $ 49,890 $ 51,137 $ 52,415 $ 53,726 $ 55,069 $ 56,446 $ 57,857 $ 59,303 $ 1,032,860
Capital 5307 $ 100,000 $ 88,000 $ 90,200 $ 92,455 $ 94,766 $ 97,136 $ 99,564 $ 102,053 $ 104,604 $ 107,219 $ 975,998
Local $ 25,000 $ 22,000 $ 22,550 $ 23,114 $ 23,692 $ 24,284 $ 24,891 $ 25,513 $ 26,151 $ 26,805 $ 243,999
State
Total $ 125,000 $ 110,000 $ 112,750 $ 115,569 $ 118,458 $ 121,419 $ 124,455 $ 127,566 $ 130,755 $ 134,024 $ 1,219,997
Operating 5307 $ 187,696 $ 192,388 $ 197,198 $ 202,128 $ 207,181 $ 212,360 $ 217,669 $ 223,111 $ 228,689 $ 1,868,418
Local $ 187,696 $ 192,388 $ 197,198 $ 202,128 $ 207,181 $ 212,360 $ 217,669 $ 223,111 $ 228,689 $ 1,868,418
State
Total $ 375,391 $ 384,776 $ 394,395 $ 404,255 $ 414,361 $ 424,720 $ 435,338 $ 446,222 $ 457,377 $ 3,736,837
5339 $ 90,000 $ 90,000 $ 92,250 $ 94,556 $ 96,920 $ 99,343 $ 101,827 $ 104,372 $ 106,982 $ 109,656 $ 985,907
State
Local $ 18,000 $ 18,000 $ 18,450 $ 18,911 $ 19,384 $ 19,869 $ 20,365 $ 20,874 $ 21,396 $ 21,931 $ 197,181
Total $ 108,000 $ 108,000 $ 110,700 $ 113,468 $ 116,304 $ 119,212 $ 122,192 $ 125,247 $ 128,378 $ 131,588 $ 1,183,088
Grand Island Regular Session - 10/15/2018 Page 67 / 71
TABLE C-6. TRANSIT FUNDING BY YEAR (2026-2040)
TRANSIT FUNDING BY YEAR (2026-2040)
2026-2040
FTA Federal Program 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 Total
5310 $127,384 $130,569 $133,833 $137,179 $140,608 $144,123 $147,726 $151,420 $155,205 $159,085 $163,062 $167,139 $171,317 $175,600 $179,990 $2,284,241
Local $12,738 $13,057 $13,383 $13,718 $14,061 $14,412 $14,773 $15,142 $15,521 $15,909 $16,306 $16,714 $17,132 $17,560 $17,999 $228,424
State $12,738 $13,057 $13,383 $13,718 $14,061 $14,412 $14,773 $15,142 $15,521 $15,909 $16,306 $16,714 $17,132 $17,560 $17,999 $228,424
Total $154,887 $158,709 $162,627 $166,643 $170,760 $174,979 $179,304 $183,736 $188,280 $192,937 $197,711 $202,604 $207,619 $212,759 $218,028 $2,771,584
Capital 5311
Local
State
Total
Operating 5311 $46,881 $48,053 $48,053 $48,053 $48,053 $48,053 $48,053 $48,053 $48,053 $48,053 $48,053 $48,053 $48,053 $48,053 $48,053 $719,626
Local $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $104,284
State $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $6,952 $104,284
Total $60,786 $61,958 $61,958 $61,958 $61,958 $61,958 $61,958 $61,958 $61,958 $61,958 $61,958 $61,958 $61,958 $61,958 $61,958 $928,195
Capital 5307 $109,900 $112,647 $115,464 $118,350 $121,309 $124,342 $127,450 $130,636 $133,902 $137,250 $140,681 $144,198 $147,803 $151,498 $155,286 $1,970,718
Local $27,475 $28,162 $28,866 $29,588 $30,327 $31,085 $31,863 $32,659 $33,476 $34,312 $35,170 $36,050 $36,951 $37,875 $38,821 $492,679
State
Total $137,375 $140,809 $144,330 $147,938 $151,636 $155,427 $159,313 $163,296 $167,378 $171,562 $175,852 $180,248 $184,754 $189,373 $194,107 $2,463,397
Operating 5307 $234,406 $240,266 $246,273 $252,430 $258,740 $265,209 $271,839 $278,635 $285,601 $292,741 $300,059 $307,561 $315,250 $323,131 $331,209 $4,203,350
Local $234,406 $240,266 $246,273 $252,430 $258,740 $265,209 $271,839 $278,635 $285,601 $292,741 $300,059 $307,561 $315,250 $323,131 $331,209 $4,203,350
State
Total $468,812 $480,532 $492,546 $504,859 $517,481 $530,418 $543,678 $557,270 $571,202 $585,482 $600,119 $615,122 $630,500 $646,262 $662,419 $8,406,701
5339 $112,398 $115,208 $118,088 $121,040 $124,066 $127,168 $130,347 $133,606 $136,946 $140,369 $143,879 $147,475 $151,162 $154,941 $158,815 $2,015,507
State
Local $22,480 $23,042 $23,618 $24,208 $24,813 $25,434 $26,069 $26,721 $27,389 $28,074 $28,776 $29,495 $30,232 $30,988 $31,763 $403,101
Total $134,877 $138,249 $141,705 $145,248 $148,879 $152,601 $156,416 $160,327 $164,335 $168,443 $172,654 $176,971 $181,395 $185,930 $190,578 $2,418,608
Transit Revenue and Cost - Assumptions and Methodology
Similar to Federal Highway Administration revenues, Federal Transit Administration revenue is projected at a 2.5 percent growth rate from FY2018-2040, as agreed upon by NDOR, FHWA, FTA and GIAMPO. This
figure growth rate is based upon a conservative interpretation of historical trends and review of other planning documents from MPOs in Nebraska. Transit service is not assumed to be provided outside of the available
revenue.
Grand Island Regular Session - 10/15/2018 Page 68 / 71
APPENDIX F
Grand Island Regular Session - 10/15/2018 Page 69 / 71
Project ID Project Name Project Description Hwy From To Jurisdiction YOE Cost
(1,000)Time Period Environmental
Justice Area Impacts
Assigned
Impact
TIP No.
2016-004 US-281 West, Grand Island 4-lane divided roadway on new alignment US-30 West of Monitor
Road West of US-281 NDOR $30,693 2016-2020 Low Income 100%
TIP No.
2016-005 Platte River - Phillips Mill, concrete repair, resurface 4-lane dual
roadway and shoulders, bridge repair I-80 Platte River west
of Grand Island Phillips NDOR $12,708 2016-2020 None 0%
TIP No.
2016-006 In Grand Island & North
Resurface existing roadway & US-281/N-2
ramps, concrete repair, bridge repair, add
subdrains
US-281 Old US-30 Viaduct
1.8 miles south of
Howard County
Line
NDOR $18,707 2016-2020
Adjacent to Both
Minority and Low
Income Areas
50%
TIP No.
2016-008 In Grand Island Bridges 3-bridge repairs/overlays, sealing, new
approach slabs, mill, resurface roadway US-30 NDOR $4,648 2016-2020 Both Minority and
Low Income Areas 100%
TIP No.
2016-010
Grand Island - Stolley Park
Reconfiguration
Reconfigure Stolley Park Road to 3, 4 and 5
lane sections - FHWA Road Diet Initiative
Stolley Park
Road Webb Road Locust Street Grand Island $1,399 2016-2020
Adjacent to Both
Minority Areas and
Low Income Areas
50%
TIP No.
2018-001 Cairo - Grand Island Resurfacing N-2 Cairo US-281 NDOR $9,215 2018-2022 None 0%
TIP No.
2018-003 5-Points Intersection Improvements Intersection Improvements Broadwell
Avenue Grand Island $2,265 2018-2022
Adjacent to Both
Minority Areas and
Low Income Areas
50%
B-2a Old Potash Highway Widen to 5 lanes Old Potash
Highway Claude Road Webb Road Grand Island $12,099 2016-2025 Both Minority and
Low Income Areas 100%
B-4b North Road Widen to 3 lanes North Road Highway 2 Capital Avenue Grand Island $3,367 2016-2025 None 0%
B-4c North Road Widen to 3 lanes North Road Capital Avenue State Street Grand Island $6,136 2026-2040 None 0%
B-4d North Road Widen to 3 lanes North Road State Street 13th Street Grand Island $6,623 2026-2040 None 0%
B-4e North Road Widen to 3 lanes North Road 13th Street
Old Potash
Highway Grand Island $12,174 2026-2040 None 0%
Environmental Justice Impacts for Individual Projects FY2016-2040
Jct US-30/US-281/N-2 bridge and from
Old Lincoln Hwy to Grand St
Broadwell Avenue, State Street, and
Eddy StreetGrand IslandRegular Session - 10/15/2018Page 70 / 71
Figure 8-1: Proposed Projects & Environmental Justice Areas
Grand Island Regular Session - 10/15/2018 Page 71 / 71