OZARK FOOTHILLS REGIONAL TRANSPORTATION PLAN
September 2011
Prepared by:
Ozark Foothills Regional Planning Commission
Missouri Association of Councils of Governments
and
Missouri Department of Transportation
In consultation with the
Ozark Foothills Transportation Advisory Committee
and the elected officials of the five counties and sixteen cities within the Ozark Foothills Region
1
Table of Contents
List of Maps .................................................................................................................................... 3
List of Figures ................................................................................................................................. 4
List of Tables .................................................................................................................................. 4
Executive Summary ........................................................................................................................ 5
Chapter 1 – Introduction/Goals and Objectives .............................................................................. 8
Chapter 2 – Population and Employment ..................................................................................... 16
Chapter 3 – Existing Transportation Facilities ............................................................................. 38
Chapter 4 – Existing Transportation Management ....................................................................... 55
Chapter 5 – Needs Identification .................................................................................................. 75
Chapter 6 – Future Project Plan and RTP for Ten Years .............................................................. 82
Chapter 7 – Financing ................................................................................................................... 87
Chapter 8 – Plan Implementation and Revision ........................................................................... 97
Appendix ...................................................................................................................................... 99
2
List of Maps
Map 1-1
Map 1-2
Map 2-1
Map 2-2
Map 2-3
Map 2-4
Map 2-5
Map 2-6
Map 2-7
Map 2-8
Map 2-9
Map 2-10
Map 3-1
Map 3-2
Map 3-3
Map 3-4
Map 3-5
Map 3-6
Map 3-7
Map 3-8
Map 3-9
Map 4-1
Map 4-2
Map 4-3
Map 4-4
Map 4-5
Map 4-6
Map 4-7
Map 6-1
Map 7-1
Ozark Foothills Region Base Map .......................................................................... 11
Population Density Map ………………………………………….……………..12
Regional Population Density from 2000 Census ............................................... ….19
Population Change, 1990-2000 by Block Group ............................................... ….19
Composite Score from Block Group ....................................................................... 20
Economic Hub and Employment Centers ............................................................... 25
Persons Below 185% of Poverty by Block Group .................................................. 31
Percentage of Person Below 185% of Poverty Level by Block Group .................. 32
Disabled Persons by Block Group ………………..……………………………….33
Percentage of Disabled Persons by Block Group ................................................... 34
Persons Over the Age of 65 by Block Group ......................................................... 35
Percentage of Persons Over the Age of 65 by Block Group ................................... 36
Highways Base Map ............................................................................................... 39
Statewide Transportation Improvement Program 2012-2016.………...…………...41
Overall Bridge Condition ...………………………………………………….…… 43
Total Vehicle Traffic (AADT) ................................................................................ 46
Traffic Volume and Commercial Vehicle Counts District 9 .................................. 47
Traffic Volume and Commercial Vehicle Counts District 10 ……………………..48
Truck Volume ......................................................................................................... 49
Bicycle Map ………………………………………………………………….……50
Regional Transportation Assets……………………………………………………51
Functional Classification Map for Poplar Bluff ...................................................... 59
Functional Classification Map for Butler County ................................................... 60
Functional Classification Map for Carter County ................................................... 61
Functional Classification Map for Reynolds County .............................................. 62
Functional Classification Map for Ripley County .................................................. 63
Functional Classification Map for Wayne County ................................................. 64
Signalized Intersections .......................................................................................... 73
2012-2016 STIP Projects ........................................................................................ 85
Transportation Development Districts .................................................................... 94
3
List of Figures
Figure 1-1
Figure 2-1
Figure 2-2
Figure 2-3
Figure 3-1
Figure 5-1
Figure 7-1
OFRPC Organizational Chart ................................................................................... 9
Average House Values by County for Ozark Foothills Region .............................. 29
Percent of Population16 Years or Older Unemployed by County .......................... 29
Percent of Persons 25 Years or Older Without a High School Diploma ................ 37
Safe and Sound Bridge Improvement Project Locations ........................................ 42
Transportation Planning Process ............................................................................. 77
2002 Intermodal Funding Distribution ................................................................... 89
List of Tables
Table 1-1
Table 1-2
Table 2-1
Table 2-2
Table 2-3
Table 2-4
Table 2-5
Table 2-6
Table 3-1
Table 3-2
Table 4-1
Table 4-2
Table 4-3
Table 4-4
Table 5-1
Table 5-2
Table 7-1
Table 7-2
Ozark Foothills Region Square Mileage ................................................................. 10
Ozark Foothills Region Population Density ........................................................... 10
Ozark Foothills Region Population Estimates (1990-2030) ................................... 16
Employment Forecasts for 2012 for South Central Missouri ................................. 23
Ozark Foothills Region Land Use ........................................................................... 26
Ozark Foothills Region by Type of Farmland ........................................................ 26
Minority Population in the Ozark Foothills Region ............................................... 28
Persons Below the Poverty Level in the Ozark Foothills Region ........................... 30
Number of State Highways in Each County ........................................................... 38
2010 STIP Bridge Improvement Program .............................................................. 42
Bridge Evaluation Criteria Ratings .......................................................................... 66
Pavement Condition Scores .................................................................................... 67
Pavement Smoothness Scores ................................................................................. 68
Level of Service ...................................................................................................... 70
Identified Project Needs in Ozark Foothills Region for 2011 ................................ 79
Identified Maintenance Needs in Ozark Foothills Region for 2011 ....................... 81
Transportation Taxes per County for 2001 ............................................................. 88
Transportation Taxes per City for 2001 .................................................................. 88
4
Executive Summary
A regional transportation plan (RTP) is used to identify a region’s needs and update
Missouri’s Long-Range Transportation Plan (LRTP). The Ozark Foothills Regional Planning
Commission (OFRPC), working with the Missouri Department of Transportation (MoDOT) and
the Ozark Foothills Transportation Advisory Committee (OFTAC), has developed a RTP for the
five-county area. The regional transportation planning process includes identification of longterm goals, identification of needs, and public involvement. The plan will require the approval of
the OFRPC’s Board of Directors and the OFTAC. The RTP is considered in the development of
Missouri’s LRTP.
Chapter 1: Introduction / Goals and Objectives
Chapter 1 contains information regarding the purpose and tasks of the OFRPC and the
OFTAC. Next is a brief overview of the five counties within the Ozark Foothills Region,
including a discussion of major cities, size, and population density. The purpose of the RTP is
explained as it relates to MoDOT’s LRTP, Planning Framework Process, and the Planning
Process. Lastly, the goals and objectives of transportation planning, as set forth by the OFTAC,
are discussed.
Chapter 2: Population and Employment
Chapter 2 analyzes population, employment, and demographic data collections with
regard to the five-county region. Population data collections include past population trends and
future predictions based on data provided by the 2000 Decennial Census and population
forecasts provided by the Missouri Office of Administration (OA). Data obtained from the
Missouri Department of Economic Development’s (DED) Missouri Economic Research and
Information Center (MERIC) then forecasts the expected growth or decline of 22 encompassing
5
occupational fields for the south central region of Missouri, which includes all five counties of
the Ozark Foothills Region and seven other similar counties. Land use in the area is also
evaluated. Finally, relative demographic characteristics are discussed. Such characteristics
include minority populations, house values, unemployment rates, poverty levels, and education
levels.
Chapter 3: Existing Transportation Facilities
Chapter 3 is a detailed inventory of the existing state and local transportation facilities in
the Ozark Foothills Region. Such facilities include state highways, bridges, bike and pedestrian
paths, airports, railroads, public transit services, waterways, ferries, and ports. The current
condition of the state system is briefly discussed and all the roadways are classified according to
a functional classification system. Finally, the annual average daily traffic and traffic volume of
the region’s roadways are discussed and evaluated.
Chapter 4: Existing Transportation Management
Chapter 4 discusses existing state- and region-wide transportation management. The
beginning of the chapter discusses the various transportation management systems in Missouri.
The rest of the chapter contains a summary of local transportation management in the Ozark
Foothills Region. It mainly includes two Transportation Development Districts (TDD) and
numerous signalized intersections.
Chapter 5: Needs Identification
Chapter 5 clearly identifies the transportation needs of the region. This chapter further
discusses the purpose and tasks of the OFTAC and its process for identifying and prioritizing
needs. The 2011 Project Priority List and the 2011 Maintenance Needs Priority List, as created
and approved by the OFTAC, are discussed.
6
Chapter 6: Future Project Plan and RTP for 10 Years
Chapter 6 describes a future project plan for the Ozark Foothills Region. The future
project plan closely follows the State Transportation Improvement Program (STIP). The chapter
discusses planned projects as classified by mode of transportation (road/bridge, aviation, railway,
transit, and elderly/handicapped services), and then according to the county in which they will
take place.
Chapter 7: Financing
Chapter 7 discusses both state and local transportation project financing. The beginning
of the chapter is an educational section, which discusses statewide financing. The remainder of
Chapter 7 discusses local transportation financing options. Included is a discussion of tax
amounts set aside for a special road and bridge fund in each county, the purpose of TDDs,
multimodal funding options, and details of the MoDOT’s Innovative Financing Program.
Chapter 8/Conclusion: Plan Implementation
Chapter 8 discusses the process by which the RTP was implemented and the on-going
process by which it will be revised and updated.
7
Chapter 1 – Introduction/Goals and Objectives
Organization
Two local planning and development organizations have cooperated in the development
of the Ozark Foothills Regional Transportation Plan (RTP)—the Ozark Foothills Regional
Planning Commission (OFRPC) and the Ozark Foothills Transportation Advisory Committee
(OFTAC). The OFRPC is one of 19 quasi-governmental regional planning organizations in
Missouri. Designated by Governor Hearnes in 1967, the commission consists of the elected
officials of 5 counties and 16 cities and is charged with increasing economic development and
improving the quality of life in the region. The OFRPC is a member of the Missouri Association
of Councils of Government (MACOG), and is responsible for regional planning in Butler, Carter,
Reynolds, Ripley, and Wayne Counties. An organizational chart of the OFRPC can be viewed on
the following page (Figure 1-1).
The OFTAC is comprised of county representatives, general citizens, and ex-officio
members from the Southeast MoDOT District. The OFTAC is charged with the task of
developing and establishing criteria in which to prioritize transportation projects. The OFTAC
meets once per quarter and includes representatives of each of the region’s five counties.
8
Figure 1-1
Ozark Foothills Regional Planning Commission Organizational Chart
Location
The area to be studied and discussed within this plan is the Ozark Foothills of Missouri.
Located in south-central and southeastern Missouri and bordering the State of Arkansas, the five
counties cover 3,407 square miles. The size of each county is shown in the Table 1-1 below.
Reynolds County is the largest and Carter County is the smallest.
9
Table 1-1
Ozark Foothills Region Square Mileage
2000
County
Butler
Carter
Reynolds
Ripley
Wayne
Square Miles
698
508
811
629
761
Source: The Missouri Roster: 2005-2006, Missouri Secretary of State
Sixteen incorporated cities are found within Butler, Carter, Reynolds, Ripley, and Wayne
Counties. Only one city, Poplar Bluff, is classified as a Micropolitan Statistical Area. The
locations of the 16 cities can be viewed on the Base Map below (Map 1-1). Two cities are
located within Ripley County, while four are situated in Butler County and another four in
Wayne County. Carter and Reynolds Counties are each home to three incorporated
municipalities. The largest, Poplar Bluff, is located in Butler County. The table (Table 1-2) and
map (Map 1-2) below show the most recent population density of the region.
Table 1-2
Ozark Foothills Region Population Density
2000
County
Butler
Carter
Reynolds
Ripley
Wayne
Population Density (Persons Per Square Mile)
58.6
11.7
8.2
21.5
17.4
Source: The Missouri Roster: 2005-2006, Missouri Secretary of State
10
Map 1-1
11
Map 1-2
While the entire Ozark Foothills Region is considered a rural area, Butler County
reported a population density of nearly 60 people per square mile in 2000. The remaining four
counties all had densities less than 22 persons per square mile. Reynolds County reported the
lowest number of persons per square mile at 8.2. This is largely due to the expanse of national
forestland throughout the county.
Regional Transportation Plan to Long-Range Transportation Plan
Since regional transportation planning and Missouri’s Planning Framework Processes are
continuous cycles, frequent local official and citizen participation is critical. The OFRPC is
tasked to collect data, identify problems, and set goals for transportation planning. To complete
the first step, RTPs are used to identify needs and update the state’s Long-Range Transportation
Plan (LRTP). After that step is completed, the needs are prioritized and preliminary design
12
commitments are made. The next step is the project scoping stage, where projects are designed
and developed. It is here that projects are first identified as part of Missouri’s State
Transportation Improvement Program (STIP). The projects are again prioritized and
programmed. Finally, right of way and construction commitments will be made, and the projects
will be listed in the STIP.
According to the MoDOT, each of the Regional Planning Commissions will work with
the MoDOT to develop a RTP that includes identification of long-term goals, identification of
needs, and public outreach. The RTP will require the approval of the OFTAC and the OFRPC’s
Board of Directors. Upon submission to the MoDOT, the RTP will then be considered in the
development of Missouri’s LRTP.
Public Involvement
Local public involvement during regional transportation planning will allow the LRTP to
develop a shared transportation vision in Missouri. A public involvement plan that works to
capture the public’s opinion on transportation issues and needs will be used. The plan will target
all levels of public involvement including regional planning commissions, local officials,
legislators, interest groups, and the public. The MoDOT will use each RTP to help determine the
public’s expectations of the transportation system and the relative priority of each expectation.
The planning process utilized to prepare the RTP included local input via consultation
with local elected officials at every step of the process. To begin, joint meetings of the OFTAC
and the OFRPC staff were conducted.
An examination of regional demographic, economic, and transportation-related data was
conducted. The identification of needs followed and depended, in part, on consultation with local
officials and an analysis of public survey data. Needs were then prioritized and approved by the
13
OFTAC and the list was approved by local elected officials. The OFTAC, the MoDOT Southeast
District’s representatives, and OFRPC staff collaborated to plan solutions. The proposed projects
are ranked by the OFTAC and approved by the region’s local elected officials prior to
submission to the MoDOT.
Goals and Objectives
The OFTAC has identified and ranked seven transportation-planning goals in the Ozark
Foothills Region. The first goal is to improve the land, air, and rail transportation networks
serving the five-county area. To do so, the OFRPC and the OFTAC will work with local
governments, community based organizations, the MoDOT, and the Federal government to
promote the development of additional four-lane highway access to all parts of the five-county
region. In addition, it will obtain improvements as possible under current circumstances; in the
rail service presently available in the region; and endeavor to procure the financial resources
necessary to improve airports throughout the five-county region.
The second goal is to provide for the safe, efficient, and environmentally safe movement
of goods, people, and services through and around the Ozark Foothills Region. To do so, the
transportation plan must identify policies that will make a more efficient use of existing
transportation systems to accommodate current and future travel demands and specify facilities
that should function as part of the integrated transportation system. A focus must be made on
maintaining and improving road, bridge, and highway systems and improving the safety of the
region’s transportation systems.
A third goal is to develop a coordinated and comprehensive multimodal transportation
system. Therefore, the transportation plan must encourage alternate forms of transportation to the
14
automobile. These modes may include bicycle or pedestrian paths, public transit, air travel,
barge, or other modes.
The fourth goal is to ensure the orderly development of the region’s cities and counties
and the connectivity within and outside the region. The plan must integrate local transportation
plans into a regional plan, coordinating land use and development plans.
The fifth goal is to support the economic growth of the region through transportation
planning. This requires the plan to encourage the development and expansion of statewide
corridors currently serving the region.
The sixth goal is to promote and encourage public involvement in local and statewide
transportation planning. To do so, the OFTAC and the OFRPC must monitor legislative and
regulatory issues that influence transportation and educate the citizens of the region on
transportation issues. Both OFTAC and the OFRPC must encourage and value citizen input.
Finally, the seventh goal is to ensure adequate funding for local and statewide
transportation. The OFTAC and the OFRPC must work to keep elected officials aware of
transportation needs, as well as propose solutions that will benefit the region’s transportation
system. Both the OFTAC and the OFRPC must support and encourage pursuit of Federal
initiatives that will bring additional funding to the state.
15
Chapter 2 – Population and Employment
According to 2006 data provided by the Census Bureau and the Office of Administration
(OA), 81,019 persons reside within the Ozark Foothills Region, with approximately one-half of
the population claiming Butler County as home. The following table (Table 2-1) lists the 1990
and 2000 county and city populations, as well as the 2006 county population and the county
forecasts through 2030.
Table 2-1
Ozark Foothills Region Population Estimates
1990-2030
Population Data
County/City
1990
Butler
Fisk
Neelyville
Poplar Bluff
Qulin
Carter
Ellsinore
Grandin
Van Buren
Reynolds
Bunker
Centerville
Ellington
Ripley
Doniphan
Naylor
Wayne
Greenville
Mill Spring
Piedmont
Williamsville
38,765
424
364
16,996
388
5,515
430
257
900
6,661
390
82
1,004
12,303
1,704
651
11,543
442
248
2,166
394
Population Forecasts
2000
2006
2010
2015
2020
2025
2030
40,867
363
487
16,651
467
5,941
363
236
845
6,689
427
171
1,045
13,509
1,932
610
13,259
451
219
1,992
379
41,582
41,489
41,594
41,613
41,577
41,491
5,956
5,911
5,933
5,936
5,905
5,837
6,547
6,495
6,447
6,389
6,332
6,285
13,937
13,715
13,887
14,003
14,024
14,008
12,997
12,693
12,378
12,001
11,594
11,200
Source: Missouri Populations Projections, 1990-2030, Missouri Office of Administration,
Updated 12/28/07
16
Four counties (all but Reynolds) showed an increase in the number of residents between
1990 and 2006. Nine of the 16 cities indicated a decrease in total population between 1990 and
2000. Using past trend data, the OA predicts that only Ripley County will report an increase in
population by 2030. According to OA’s Missouri Population Projections, Ripley County will
experience a percentage increase of .51 percent from 2006 to 2030. Wayne County will
experience the largest percentage decrease in population (-13.83 percent) from 2006 to 2030.
Population projection data was not available at the municipal level. Map 2-1 shows the regional
population density as was determined from the 2000 census.
The following two maps (Maps 2-2 and 2-3) represent the population change as
determined from the 1990 and 2000 censuses, in addition to the composite score by block group
as determined by the 2000 census.
According to the MERIC, nearly all occupational fields are projected to experience
growth in the south central region of Missouri, which includes all five counties of the Ozark
Foothills Region and seven other similar counties. The employment projections are created by
MERIC to produce an overview of where the region’s economy may be headed. The projections
are based on past and present trends. The purpose is to offer insight into future growth and
decline of industries and occupations.
MERIC qualifies their projections with the following statement, “The projection
estimates assume a long-run, full-employment economy and should not be used as a measure of
employment gaps.” The projections are not “unconditional” predictions of the future. They are
more appropriate as probability statements about future activity. Factors that could alter the
projections include government policies, corporate decisions, economic swings, and natural or
manmade disasters, among others.
17
Map 2-1
18
Map 2-2
19
Map 2-3
20
MERIC uses a four-step process when producing projections. First, MERIC uses past
data to identify industry employment trends, and then uses these trends to estimate future
employment. MERIC then also collects occupational employment data and uses those staffing
patterns to construct occupational employment projections.
The industry employment data used for the projections is obtained from the U.S. Bureau
of Labor Statistics (BLS) Quarterly Census of Employment and Wages. This data is by place of
work down to the county level and represents the number of jobs in an area. The employment
data covers most non-farm employment, and MERIC supplements this information with
additional employment data, including self-employed, agriculture, religious organizations, and
railroads.
To project industry employment in the short-term, there are several different types of
modeling techniques used including: trend analysis, value at risk (VaR), Bayesian vector
autoregressive (BVAR), regression analysis, and autoregressive integrated moving average
(ARIMA). Long-term projections trends are found using shift share modeling and regression
analysis. From these analyses, projections are made for base year employment, projected year
employment, numeric change (difference between the base and projected year employment), and
percentage change (numeric change expressed as a percent).
Occupational projection data is obtained through the Occupational Employment Statistics
Survey, which is conducted by MERIC staff. This survey is a Bureau of Labor Statistics (BLS)
and State of Missouri cooperative program, which surveys a sample of the businesses that are
covered by the unemployment insurance program. In Missouri, this results in about 30,000
organizations out of about 168,000 being surveyed over a three-year period. To acquire the
projections, staffing patterns are applied to the base and projected year industry employment.
21
Because occupational employment changes over time and is not static, adjustments are made to
the staffing patterns to predict future needs. The BLS provides the factors that are to be used to
make the adjustments. The final projections again predict base year employment, projected year
employment, numeric change, and percent change.
As cited by in Table 2-2 below, only two occupational fields are projected to experience a
decline in the area by 2012—management and personal care/service occupations. Management
positions in the south central region of Missouri are projected to decline overall by 9.7 percent.
The declines will take place in the natural sciences (-6.7 percent) and with postmasters and mail
superintendents (-3.6 percent). Personal care and service occupations are projected to decline
only 0.7 percent. This decline will occur mostly in the fields of childcare (-13.4 percent) and
hairdressers, hairstylists, and cosmetologists (-11.6 percent).
Other than the two previously mentioned fields, all other occupational fields are expected
to see projected growth in the area. Four fields will experience growth above 20 percent.
Healthcare support occupations will see the most growth by 2012. This occupational field is
expected to grow 37.3 percent, with the medical assistant sub-field growing 63.3 percent. The
second largest percentage of growth will be experienced by computer and mathematical-related
occupations, which are expected to grow 27.5 percent by 2012. The third largest growth
percentage is to be seen by protective service occupations (27.3 percent). Within this field, police
and sheriff patrol officers will experience the most growth (40.2 percent), while security guards
will experience the smallest growth (2.8 percent). Finally, healthcare practitioners and technical
employees will experience a 24.7 percent growth.
22
Table 2-2
Employment Forecast for 2012 for South Central Missouri
(For the period: 2002-2012)
Occupational Field
Projected Growth
Healthcare support occupations
37.3%
Computer and mathematical-related occupations
27.5%
Protective service occupations
27.3%
Healthcare practitioners and technical employees
24.7%
Architecture and engineering occupations
18.6%
Business and financial operation occupations
17.2%
Legal occupations
16.3%
Installation, maintenance, and repair occupations
17.2%
Community and social services occupations
15.2%
Food preparation and serving occupations
14.3%
Farming, fishing, and forestry occupations
14.2%
Education, training, and library occupations
13.8%
Construction and extraction occupations
13.2%
Production occupations
13.2%
Transportation and material moving occupations
12.9%
Arts, design, entertainment, sports, and media occupations
10.2%
Sales occupations
8.2%
Office and administrative support occupations
6.7%
Building, grounds, cleaning, and maintenance occupations
5.0%
Life, physical, and social science occupations
3.5%
Personal care and service occupations
-0.7%
Management positions
-9.7%
Source: Missouri Economic Research and Information Center (MERIC). Funding was provided
by U.S. Department of Labor's Employment and Training Administration (ETA).
All other fields will experience levels of growth less than 20 percent. Five fields will experience
growth between 15 percent and 20 percent. Architecture and engineering occupations should
climb 18.6 percent by 2012 in the area. Business and financial operation occupations are
projected to grow 17.2 percent. Legal occupations are expected to grow 16.3 percent.
Installation, maintenance, and repair occupations are to grow 17.2 percent. Community and
social services occupations are expected to grow 15.2 percent. The most growth within
23
community and social services is to occur in social and human service assistant positions (43.4
percent) and mental health and substance abuse social workers (41.2 percent).
Seven fields will experience growth between 10 percent and 15 percent. Food preparation
and serving occupations will grow 14.3 percent. Overall, farming, fishing, and forestry
occupations are to grow 14.2 percent. The sub-field of farming of farm and ranch animals,
however, is expected to grow 20 percent. Education, training, and library occupations are
expected to grow 13.8 percent; most of the stated growth is in area of special education.
Construction and extraction occupations are to grow 13.2 percent, while production occupations
are to grow 13.2 percent by 2012. The most growth in the production sub-field (38.3 percent)
will be experienced by packing and filling machine operators, while the largest decline in the
sub-field will occur for sewing machine operators (-29.9 percent). Transportation and material
moving occupations will grow 12.9 percent. The largest growth in this sub-field will occur with
heavy and tractor-trailer trucking (20.4 percent); the smallest growth will be experienced by hand
packers and packagers (0.7 percent). Finally, of arts, design, entertainment, sports, and media
occupations (with a 10.2 percent combined overall growth), floral designers are expected to grow
14.1 percent, coaches and scouts 10.3 percent, and public relations specialists 34.9 percent.
Two fields will experience growth between 5 percent and 10 percent. Sales occupations
are expected to grow 8.2 percent, the only decline occurring in first-line supervisors and
managers of non-retail sales workers. Office and administrative support occupations are to grow
6.7 percent overall. The highest growth in this field will be court, municipal, and license clerks
(34.3 percent), while the highest decline will be experienced by word processors and typists, who
will experience a decline of 45.4 percent.
24
Two fields will experience growth between 5 percent and 10 percent. Building, grounds,
cleaning, and maintenance occupations are expected to grow 5 percent in the region. These
occupations are expected to experience positive growth except maids, and housekeepers, which
are to expect a 5.2 percent decline. Life, physical, and social science occupations are projected to
grow at an overall rate of 3.5 percent. This is due to a 17.9 percent growth in the clinical,
counseling, and school psychologists and a 4 percent and 4.1 percent decline in conservation
scientists and forest/conservation technicians, respectively. In the same field, there is no
projected change in the agricultural and food science occupations.
The map below (Map 2-4) depicts the economic hubs and employment centers in the
Ozark Foothills Region.
Map 2-4
25
Land Use
As mentioned earlier, the five-county region is considered rural with the exception of
Poplar Bluff, which is considered a Micropolitan Statistical Area with 16,651 people. Land use
data, as provided by United States Department of Agriculture, National Agriculture Statistics
Service, serves to support this assertion with its report that the percentage of total farmland in the
region ranges from 22.7 percent in Reynolds County to 55 percent in Butler County. The table
below (Table 2-3) shows total acreage with the percentage of acreage in farms.
County
Butler
Carter
Reynolds
Ripley
Wayne
Table 2-3
Ozark Foothills Region Land Use
1997/2002
Percentage Farmland
of Total Land Area
Total Land Area
1997
446,425
324,853
519,167
402,858
487,062
62.2%
20.7%
21.3%
40.4%
22.0%
Percentage Farmland
of Total Land Area
2002
55.5%
28.5%
22.7%
34.8%
23.4%
The type of farmland is then designated as cropland, woodland, rangeland/pastureland, or
house/lots/roads/ponds/wasteland as depicted in Table 2-4.
County
Table 2-4
Ozark Foothills Region Land Use by Type of Farmland
2002
Percentage Percentage
Percentage
Total
in
in
in
Farmland
Cropland
Woodland
Rangeland/
Pastureland
House
Lots/Roads/
Ponds/
Wasteland
247,820
84.8%
8.6%
4.2%
2.4%
Butler
92,560
25.7%
55.5%
16.8%
2.0%
Carter
117,793
31.7%
52.4%
11.7%
4.3%
Reynolds
140,171
45.5%
32.6%
18.9%
29.9%
Ripley
113,740
32.8%
48.4%
12.5%
63.3%
Wayne
Source: USDA, National Agriculture Statistics Service, 2002 Census of Agriculture, Volume 1,
Chapter 2, Missouri County Level Data
26
The only county to show a significant increase in acreage designated as farmland was
Carter County with a jump from 20.7 percent to 28.5 percent between 1997 and 2002, which,
according to the Missouri Department of Conservation, is due to an increase in grazing and row
cropping in the area. Both Butler and Ripley Counties reported noteworthy decreases in the
percentage of total acreage designated as farmland during the five-year period. As shown below,
Butler County is the only county with the majority of farmland designated as cropland (87.8
percent). Carter, Reynolds, and Wayne Counties reported that nearly half of their farmland was
woodland with the remainder as rangeland/pastureland. This data reflects the designation of state
and national forestland within the three counties. Ripley County was the second largest crop
producer in the region in 2002.
Environmental Justice
According to the Central Ohio Transit Authority, “Environmental Justice is the concept
of determining whether or not a project (like a new transit system, road, or waste disposal site)
negatively impacts a disadvantaged community or population when measured against the
positive impacts or value it brings to that community or population.” To facilitate the
consideration of environmental justice while identifying and prioritizing transportation needs
within the Ozark Foothills Region, data regarding race, house value, employment status, poverty,
educational attainment, and disability must be presented and examined.
With regard to race, the following table (Table 2-5), prepared by the Office of Social and
Economic Data Analysis (OSEDA), identifies the concentration of minority populations among
the five counties. As shown, Butler County contained the highest percentage of minorities in
2000. All counties reported an increase in minority populations from 1990 to 2000, with
Reynolds County indicating the highest increase at 572.9 percent.
27
Table 2-5
Minority Population in the Ozark Foothills Region
1990-2000
Area Summarized
Minority Population
County
Change, 19902000
FIPS
Code
2000
1990
Percent of
Total
Population
Number Percent 2000 1990
4,861 2,815
2,046
72.7
6.1
3.6
Ozark Foothills RPC
29023
3,432 2,436
996
40.9
8.4
6.0
Butler
29035
256
72
184
255.6
4.3
1.2
Carter
29179
323
48
275
572.9
4.8
0.7
Reynolds
29181
490
153
337
220.3
3.6
1.1
Ripley
29223
360
106
254
239.6
2.7
0.8
Wayne
Source: 1990 and 2000 Decennial Census, Summary File 1; Prepared by University Outreach &
Extension-Office of Social & Economic Data Analysis (OSEDA); Report generated on 28 Jan
2003 by setup in moco_minority_1990_2000
Another type of environmental justice data to be examined when considering transportation
planning is house value. OSEDA prepared the figure below (Figure 2-1), which provides a visual
depiction of house values throughout Butler, Carter, Reynolds, Ripley, and Wayne Counties. As
can be seen, areas with the lowest category of house values included southern Reynolds County,
eastern Carter County, western and southeastern Ripley County, southern Butler County, and
southwestern and northeastern Wayne County.
28
Figure 2-1
Another indicator of socioeconomic status regarding environmental justice is
unemployment rates. Although the data below may be considered slightly outdated, it can be
utilized to assess unemployment trends throughout the region. As shown in the figure below
(Figure 2-2), the highest concentrations of unemployed persons were found in southeastern
Reynolds County, southeastern Carter County, and the extreme west-central portion of Wayne
County.
Figure 2-2
29
Table 2-6 below lists the number of residents with incomes below the Federal poverty
level for 1990 and 2000. While the percentage of the population falling into this category
dropped for all five counties within the ten-year period, the 2000 percentage remained high when
compared to state and national percentages, 11.7 percent and 12.4 percent, respectively. Carter
County reported the highest rate at 25.2 percent, while Butler reported the lowest at 18.6 percent.
Reynolds, Ripley, and Wayne Counties all provided percentages in the low 20’s. Maps 2-5 and
2-6 respectively show the number and percentage of persons below 185 percent of the Federal
poverty level.
Table 2-6
Persons below Poverty Level in the Ozark Foothills Region 1990-2000
Area Summarized
Persons Below Poverty Level
Change 1990Percent of
County
2000
All Persons
FIPS
Code
2000
1990
Number Percent 2000 1990
16,011 19,705 -3,694
-18.7
20.3 26.8
Ozark Foothills RPC
29023
7,437 9,497
-2,060
-21.7
18.6 25.0
Butler County
29035
1,480 1,504
-24
-1.6
25.2 27.6
Carter County
29179
1,313 1,588
-275
-17.3
20.1 24.2
Reynolds County
29181
2,925 3,814
-889
-23.3
22.0 31.5
Ripley County
29223
2,856 3,302
-446
-13.5
21.9 29.0
Wayne County
Source: USDC, Bureau of Census, 1990 and 2000 Decennial Census, Summary File 3; Prepared by
University Outreach & Extension—Office of Social & Economic Data Analysis (OSEDA). Report
generated on 17 DEC 2002 by setup in moco_poor_1990_2000.
30
Map 2-5
31
Map 2-6
32
Another indicator of socioeconomic status is the disability status of a population.
Oftentimes a disabled person is unable to a work full-time or even part-time. As depicted below,
Maps 2-7 and 2-8 show the number and percentage of disabled persons throughout the fivecounty region. A small area located southeast of Poplar Bluff reported a high concentration of
disabled persons. The central-east portion of Butler County also reported higher concentrations
and numbers of disabled persons when compared to the remainder of the region.
Map 2-7
33
Map 2-8
34
The elderly population should also be analyzed for the region. Both the elderly
population and percentage of the elderly population are portrayed on Maps 2-9 and 2-10 as
determined by the 2000 census.
Map 2-9
35
Map 2-10
36
One last piece of beneficial information to be utilized when considering environmental
justice issues in transportation planning is educational attainment. Figure 2-3, below, is a graphic
portrayal of the percentage of persons twenty-five (25) and older without a high school degree in
2000. The highest percentages are found in southeastern Butler County, northwestern Ripley
County, northeastern Carter County, southeastern Reynolds County, and the southern and
northeastern portion of Wayne County. More than 40 percent of the populations found in these
areas had less than a twelfth-grade education.
Figure 2-3
37
Chapter 3 – Existing Transportation Facilities
The Ozark Foothills Region contains a total of 4,053 miles of roadway. These miles
consist of local roads, state highways, and US highways. According to the MoDOT data, there
are 1,276 miles of state highways in the Ozark Foothills Region. Together, these miles form the
12 numbered Missouri highways located within the region. The Missouri highways are
numbered as follows and are shown on the map below (Map 3-1):












MO 21 (Reynolds, Carter and Ripley Counties)
MO 34 (Ripley, Reynolds, and Wayne Counties)
MO 49 (Reynolds and Wayne Counties)
MO 51 (Butler County)
MO 53 (Butler County)
MO 72 (Reynolds County)
MO 103 (Carter County)
MO 106 (Reynolds County)
MO 142 (Ripley and Butler Counties)
MO 143 (Wayne County)
MO 158 (Butler County)
MO 172 (Wayne County)
As shown in the table below (Table 3-1), Reynolds County contains the most numbered
Missouri highways (five), while Carter County contains the fewest (two).
Table 3-1
Number of State Highways in Each County
2007
County
Number of State Highways
Reynolds
Carter
Ripley
Butler
Wayne
5
2
3
4
4
38
Map 3-1
Highways Base Map
39
Highways and Bridges
Nearly 200 bridges lie within the Ozark Foothills Region. About 40 percent of the
bridges are in Butler County (approximately 80), while the least number of bridges are located in
Carter County (15). As part of the Statewide Transportation Improvement Program (STIP),
several bridges in the region have been listed as potential bridges for the Safe & Sound Initiative
because they are in poor or serious condition and are in need of repair. Overdrive Magazine’s
annual survey of truck drivers, the Highway Report Card, asserts that Missouri’s roadways have
improved since 2005. According to the 2005 survey, Missouri had the second worst roads in the
country. By 2007, however, Missouri was no longer in the bottom five states and has remained
out of the bottom five since. By 2008, Missouri’s I-44 segment was tied for fourth place in the
most improved category.
Though progress has been made, there is still need for more improvements. MoDOT
currently cites several systems in the Ozark Foothills Region as needing improvement. These
road and bridge projects are to be completed as part of the MoDOT’s STIP. The projects
included in the current 2012-2016 STIP are shown on the map below (Map 3-2).
The bridge projects are detailed on the table below (Table 3-2) and are shown on the figure
below (Figure 3-1).
In Carter County, scoping for roadway improvements from County Rd. M-127 to Rte. 60
will take place during the current STIP and a bridge improvement will be conducted on the Little
Black River. In Reynolds County, pavement and safety improvements north of County Road 348
to south of County Road 600 have been identified for MO Highway 21. The county will also see
pavement improvements on RT MM from County Road 218 to Rte. N. in FY 2012. In addition,
bridge improvement grants at Ottery Creek and the Ottery Creek Overflow have been awarded.
40
In Ripley County, pavement improvements will be seen on US 160 from Rte. 21 South to Rte. JJ
and from Rte. JJ to Rte. 67 in Butler County. Bridge improvements grants have been awarded for
the bridges on Buzzard Creek, Little Black River, and Hurricane Creek.
Map 3-2
State of Missouri
Statewide Transportation Improvement Program
2012-2016
41
Table 3-2
2011 STIP Bridge Improvement Program as of 05/21/09
County
Butler
Route/
Highway
Rt. OO East
Bridge Number
Feature Intersected
N0390
Inter River Drain Ditch
Butler
Rt. TT South
N0762
Ten Mile Creek
Butler
Rt. AA South
X0791
Drain Ditch Number 10
Carter
MO 21 South
H0546
Little Black River
Reynolds
MO 49 South
T0153
Ottery Creek
Reynolds
MO 49 South
T0259
Ottery Creek Overflow
Reynolds
Rt. O East
R0244
Harrison Bridge
Ripley
Rt. B South
N0009
Buzzard Creek
Ripley
Rt. K South
P0488
Little Black River, Greenville
Ripley
Rt. A South
T0008
Hurricane Creek
Wayne
Rt. P East
S0906
Gribler Creek
Previous MoDOT
Job Number#
0S0842
Figure 3-1
42
In Butler County, a continuation of the improvements to US Highway 67, US Highway
60, and MO Highway 53 are needed. Bridge improvements will be conducted at the Inter River
Drain Ditch, Ten Mile Creek, and Drain Ditch Number 10. In addition, the 2012-2016 STIP calls
for Bridge improvements over Pike and Cane Creeks on RT. PP and over Epps Ditch on US 67.
Finally, in Wayne County, the majority of the improvements are to be done to MO Highway 34.
In addition, one bridge improvement is needed at the Gribler Creek Bridge on P Highway. A
map of the overall bridge conditions in the region is shown below (Map 3-3).
Map 3-3
43
Since Poplar Bluff is the only area in the region not considered a rural area, a rural
classification system will be utilized to analyze and functionally classify the area. In the
hierarchy of functional classification systems, the largest and most highly trafficked
transportation routes are known as arterial routes. Arterial routes consist of all interstate
roadways and other major non-interstate roadways and generally are only about 7 percent to 10
percent of the transportation system in rural areas. Arterial routes are used for longer trips and
substantial statewide or interstate travel. In the Ozark Foothills Region, there are no interstate
highways. Three non-interstate United States (US) highways make up the region’s arterial routes.
These highways include US Highways 60, 67, and 160.
The middle level of the road system hierarchy is collector roads. Such roads are primarily
used for intra-county transportation and are not typically used for longer trips. Collector roads
make up approximately 20 percent to 25 percent of rural roadway systems and provide access to
county seats, larger cities, and areas of importance, such as consolidated schools, shipping
points, or agricultural bases. Together, the twelve numbered Missouri highways previously
described create the collector level of the roadway system hierarchy in the Ozark Foothills
Region.
Finally, the lowest level in the roadway system is the local road system. Local roads
primarily serve to provide access between adjacent lands, to allow access to collector roads, and
to use for short trips. Local roads make up anywhere from 65 percent to 75 percent of rural
roadways. All other roads not previously mentioned, including state-lettered routes and county
roads, make up the local road system.
44
Traffic
According to the MoDOT, “Annual Average Daily Traffic (AADT) measures the system
usage for both primary and interstate systems.” The AADT is found when the measure of the
total volume of traffic on a highway segment for one-year is divided by the number of days in
the year. To accurately assess and evaluate transportation needs in the region, it is vital that use
of the roadway systems is examined.
Most roadways in the region is in the lowest category, ranging from 1 to 999 vehicles;
however, the municipalities of Piedmont, Van Buren, and Doniphan and the northern and eastern
areas surrounding Poplar Bluff all fall into the medium level category, meaning traffic volume in
the areas range from 7,500 to 27,999 vehicles. The Micropolitan Area, Poplar Bluff, contains the
only roadways in the region classified as high traffic volume with an AADT of 28,000 or greater.
According to the MoDOT, this segment of roadway is in the top 20 percent of busiest roadways
in Missouri. A map of the region’s AADT levels is shown on the map below (Map 3-4).
Another important factor when analyzing roadway use is truck volume. Truck volume is
used to indicate movement of freight on the state roadway system. Similar to AADT, most of the
Ozark Foothills Region ranked as very low in truck volume. However, inside, northwest and
northeast of Poplar Bluff are areas that fall into the medium categories of truck volume. The
areas ranging from 1,000 to 2,999 in truck volume are inside and mostly northeast of Poplar
Bluff. Truck volumes within the range of 3,000 to 7,999 are found mostly northwest of Poplar
Bluff. There is no region in the high volume range with truck volume of 8,000 or greater.
In addition, below are maps (Maps 3-5 and 3-6) showing the 2010 Traffic Volume and
Commercial Vehicle Counts for the Ozark Foothills Region. A second map (Map 3-7) depicts
truck volumes in the Ozark Foothills Region as of 2006.
45
Map 3-4
46
Map 3-5
Source: MoDOT 2010 Traffic Volume Map
47
Map 3-6
Source: MoDOT 2010 Traffic Volume Map
48
Map 3-7
49
Bikes and Pedestrians
As shown on the map below (Map 3-8), Leg Nine of the Transamerica Bicycling Trial
runs through three counties of the Ozark Foothills Region—Wayne, Butler, and Reynolds. This
trail runs the entire width of the United States from Astoria, Oregon to Yorktown, Virginia. The
Transamerica Bicycling Trail, also known as the Bikecentennial Trail was created in 1976 to
help bikers celebrate the United States’ Bicentennial. The map also shows that many of the
roadways within the region are safe for bicyclers due to the generally low level of daily traffic
volume.
Map 3-8
Source: MoDOT, Bicycle Map South Central Region (D9) and Bicycle Map Southeast Region (D10)
50
Also within the region are shared-use paths for pedestrians and cyclists. There are several
recreational paths located in Sam A. Baker State Park in Wayne County. The main shared-use
path is 1.65 miles long and topped with asphalt. This path links two campgrounds, the visitor
center, park store, and dining lodge. The path runs through the park’s main public-use area and
helps ensure safety and access to park facilities.
As identified on the above map (Map 3-8), there is one bicycle trail located in Reynolds
County. This trail is near the Clearwater Lake area. The map (Map 3-8) also shows a recently
added path in Wayne County. This new trail runs the entire length of the city limits of Piedmont,
connecting the north and south ends of the town. The path runs along Main Street and provides
safety and access to all parts of the town.
There are three bike paths located in Butler County. Two of the paths are in Poplar Bluff.
The other is located near Fisk. No bike paths are located in Ripley or Carter Counties. However,
in 2000, a walkway was constructed alongside the new Current River Bridge in Carter County to
provide safety to local pedestrians and tourists. The walkway was added because the old Current
River bridge and walkway were torn down after the construction of a new bridge, which forced
pedestrians to walk along US 60 to travel from the north side of Van Buren to the south side of
Van Buren.
A map of all identified bike and pedestrian trails in the region can be seen on the
“Regional Transportation Assets” map below (Map 3-9).
Aviation
Carter, Wayne, Ripley, and Butler Counties are each home to one public-use airport. No
airport facility is located within Reynolds County. The closest airport certified for carrier
51
services is located approximately 65 miles from Poplar Bluff in Cape Girardeau, Missouri. All
identified airports can be viewed the map below (Map 3-9).
Rail
Butler County is the only county that houses a train station, which is located in Poplar
Bluff. The station is used by the Union Pacific Railroad as a freight depot and as a crew
changing point. Amtrak also uses the station for passenger stops and connects Poplar Bluff to
cities such as Dallas, Little Rock, St. Louis, and Chicago. The Class 1 railroad branches at Poplar
Bluff. One branch travels north into Wayne County and passes through Piedmont, while the
other branch heads east towards Fisk. All railways can be seen on the map below (Map 3-9).
Approximately two miles south of the city limits of Poplar Bluff is a Greyhound Bus stop. All
railroads and Amtrak stations in the region can also be viewed on the map below (Map 3-9).
Map 3-9
52
Transit
Though public transportation systems in rural areas are usually sparse, there are 12
identified public transportation service providers present in the Ozark Foothills Region
(including the previously mentioned Greyhound Lines). The City of Poplar Bluff and Ripley
County each run a public transportation system. Other providers, however, include associations
such as the Adult Day Activity Personal Training (ADAPT), the Altrusa Club RSVP, the
Manufacturers Assistance Group (MAG), and several sheltered workshops.
The Southeast Missouri Transportation System, Inc. (SMTS) is by far the largest transit
operation in the region. SMTS runs a public transportation service, available to all residents
regardless of age, in a 21-county region. Included in these 21 counties are all five counties of the
Ozark Foothills Region. SMTS offers local services to major cities within the region, such as
Poplar Bluff, Piedmont, and Doniphan. According to SMTS, “The transportation is available for
shopping, medical, nutrition, recreation, and personal business purposes.”
Long distance medical services are also provided by SMTS. This service links rural
residents with major medical facilities in three states. Transportation is offered to Missouri cities
such as St. Louis, Cape Girardeau, and Springfield. Other optional destinations are Memphis,
Tennessee and Paragould, Arkansas. Finally, SMTS also contracts with organizations to provide
transportation for groups such as sheltered workshops, prisoner families, dialysis patients, and
Medicaid recipients.
Riverways and Ports
Three major rivers run through the Ozark Foothills Region. Current River runs through
Carter and Ripley Counties and the St. Francis River runs through Wayne County and forms the
eastern border of Butler County, while the Black River travels through three counties in the
53
region, including Reynolds, Wayne, and Butler Counties. None of these rivers is used for major
transportation purposes.
In Reynolds County, approximately 27 miles from Bunker, is Akers Ferry. Located on
the Current River, Akers Ferry is used for transportation services. It is the last ferry operating on
the Ozark National Scenic Riverways and has been providing vehicle transportation across the
Current River for around 55 years. It operates during the daylight hours and the charge is four
dollars for ferry services.
There are no ports located within the region. However, there are three ports within 100
miles, all located on the Mississippi River. The closest port is New Madrid County Port, which is
located about 70 miles from Poplar Bluff. It is accessible by barge, rail, or truck and is less than
two miles from the New Madrid County Airport.
The Southeast Missouri Regional Port Authority, commonly called the SEMO Port, is
located in Scott City, Missouri, and is approximately 78 miles from Poplar Bluff. The port offers
barge access to the Gulf of Mexico ports and other ocean shipping services; same day truck
services to St. Louis, Nashville, Memphis, and Kansas City; and next day truck services to
Chicago, Atlanta, and Dallas. Finally, the Pemiscot Port in Caruthersville, Missouri is located
100 miles from Poplar Bluff and is also located on the Mississippi River. This port is within
three miles from I-55 and is 60 miles from US Highway 60. It boasts transportation links to all
surrounding cities such as St. Louis and Memphis. It is less than 25 miles from two airports and
has access to the Burlington Northern-Santa Fe Railroad.
54
Chapter 4 – Existing Transportation Management
Transportation Management Systems
Prior to 1991, The MoDOT had begun development of several independent management
systems, including pavement, bridge, safety, congestion, and traffic monitoring. The MoDOT
undertook a major effort to coordinate and automate these systems in 1991 and had actually
begun development of these systems before the Intermodal Surface Transportation Efficiency
Act (ISTEA) mandate. The MoDOT realized the potential for the continuing benefits of these
programs and they have continued to develop them since the ISTEA mandate was lifted.
In 1995, the coordinated effort became Transportation Management Systems (TMS),
which is a means of obtaining and analyzing data for use in sound engineering decision-making.
It crosses many boundaries, such as other Missouri agencies, external planning agencies,
districts, and functional units. There has been an immense effort to convert existing departmental
data, recreate required existing programs and products, and develop the new functions necessary
for business. In the process, hundreds of files have been converted and hundreds of applications
have been developed. This groundwork has finally allowed the department to begin to realize the
benefits of the system.
Much of the TMS data (bridge and pavement condition, crash data, location referencing
data and roadway features, etc.) is being shared with the RPCs for the development of RTPs. The
RPCs are also given the latitude to use the data and overlay other local data sources that meet
their needs.
It is the responsibility of each RPC to make its RTP its own and to make it a practical and
functional planning document. The planning document identifies and justifies the
recommendations the RPC proposes to the state during the Planning Framework Process. It also
55
encourages local leaders to look at their transportation systems to determine how these systems
interact with other systems; to consider ways to improve the transportation networks to provide a
more efficient and safe movement of goods and people; and to do it in the most cost-effective
way.
The MoDOT is providing system management data and mapping information to each
RPC. The intent is that the RPCs will analyze this information from a regional perspective,
develop different scenarios using the data that may generate new information, consider issues
that have been overlooked in the past, and consider local perspectives. It is up to each RPC to
decide what information is needed and what type of analysis is needed to allow them to make the
best transportation recommendations for its region.
Available Management Systems
Location/Referencing System (LRS)
Before TMS, there were many different methods of collecting and storing data. A
standard method was necessary if a relational department-wide database was to be established.
The location/referencing system (LRS) allows all information in the database to be viewed
together. This effort combined Bridge Management System, Pavement Management System,
Safety Management System, and Traffic Management System into TMS. This means that every
segment of roadway has data linked to it through a Geographical Information System (GIS).
Traffic Data Acquisition System
Previously, traffic data was collected by a variety of methods and all traffic data reporting
was done on the mainframe system. With the acquisition of Traffic Data Acquisition System
(TRADAS), all traffic data is collected and processed uniformly. The Traffic Management
System also allows each district to track their Signal, Lighting, and Flasher inventories in one
56
database instead of each district keeping a separate database. The traffic data collected includes
such items as traffic volumes, which include both vehicular traffic and truck traffic; level of
service (LOS), which measures congestion condition; and vehicle classifications. This data is
used to understand traffic patterns and identify locations of need. Another data element of
roadways is the functional class.
Functional and Access Management
Functional classification is the process by which streets and highways are grouped into
classes or systems according to the character of service they provide. Functional classification
defines the nature of the roadway and the part that any particular road or street should play in
serving the flow of trips through a highway network. Federal legislation requires functional
classification to determine the funding eligibility of transportation projects.
Urban and rural areas have fundamentally different characteristics, such as density and
land use, density of street and highway networks, nature of travel patterns, and the way in which
all of these elements are related in the definitions of the highway classifications. There are three
such area definitions: small urban, urbanized, and rural. The U.S. Census Bureau defines small
urban areas as having a population of 5,000 or more and not within an urbanized area. An urban
area is defined by the U.S. Census Bureau as an area with a population of 50,000 or more.
Finally, rural areas are any areas that are not defined as urban or small urban areas.
As mentioned previously, there are three principle roadway classifications: arterial,
collector and local roads. All highways and streets are grouped into one of these classes,
depending on the character of the traffic and the degree of land access they allow. Management
systems are designed to improve or maintain the safe and efficient flow of traffic. An important
57
aspect in maintaining roadway capacity is the effective control of driveway and street access to
arterial roadways.
The functional classification for roadways is based on the movement versus access
concept. Arterial streets are primarily intended for the movement of through traffic. Local streets
provide access to individual tracts at the expense of through traffic movement. Freeways and
expressways are designed with limited access to provide entirely for the efficient movement of
traffic. Collector, residential, and commercial streets, provides equal service to the access and
through movement functions. However, uncontrolled land access often produces conflicts that
compromise the function of a roadway system.
Although arterials are designed for higher speeds and are used for longer distances than
collectors and local streets, they often become heavily used for short distance trips as well. The
higher traffic volumes are attractive to commercial interests, especially if driveway access is
available to the property fronting the arterial. Uncontrolled driveway access for commercial land
uses significantly reduces the capacity of an arterial to carry traffic. Depending upon the number
of turning movements, number of lanes, and the arterial traffic volumes, a driveway permitted
access to an arterial street will reduce roadway capacity by up to 25 percent. The movement
function of the arterial is quickly degraded to that of a collector street.
Functional classification maps for the City of Poplar Bluff and Butler, Carter, Reynolds,
Ripley, and Wayne Counties can be seen on Maps 4-1 to 4.6 respectively.
58
Map 4-1
Functional Classification Map for Poplar Bluff, Missouri
59
Map 4-2
Functional Classification Map for Butler County
60
Map 4-3
Functional Classification Map for Carter County
61
Map 4-4
Functional Classification Map for Reynolds County
62
Map 4-5
Functional Classification Map for Ripley County
63
Map 4-6
Functional Classification Map for Wayne County
64
Bridge Management System
Before the TMS system, bridge information was stored in and reported by means of the
mainframe computer system, which was difficult and cumbersome. The new system eliminates
reliance on the mainframe computer and adds the ability to collect more detailed element level
inspection data necessary to run bridge management software and to predict more accurately
bridge maintenance costs. TMS has become the single source for all bridge data at MoDOT and
replaced separate databases previously maintained in bridge and bridge maintenance operations.
MoDOT personnel inspect state maintained bridges and culverts on a two-year inspection
cycle. Bridges and culverts that are rated “serious” to “poor” and other bridges with unique
structural features such as major truss structures are inspected on an annual basis. Bridges and
culverts that are not state maintained are referred to as “off-system” bridges. These off-system
bridges are inspected by MoDOT staff, city and county staff, or consultants.
Bridge condition ratings are provided to the RPCs to assist in identifying local needs and
priorities during the development of their RTPs. The MoDOT bridge inspection staff reviews and
approves the ratings for state system bridges. These bridge condition ratings are used to describe
the in-place bridge as compared to the as-built bridge condition. Evaluation criteria are used as
follows: materials-related, physical condition of the deck, superstructures, and substructure
components of a bridge.
The deck is the portion of the bridge that includes the riding surface. The superstructures
are the girders and other span elements of the bridge, which supports the deck and are comprised
of structural steel or concrete, depending on the design of the bridge. The substructure is
comprised of those elements of the structure that support the superstructure (girders, span
elements, etc.), including the columns, foots, and beam caps that the girders rest on. The deck,
65
superstructure, and substructure are rated independently. However, the lowest rating of the three
is considered the overall rating for a structure. If any of the three structures rate as a two or
lower, the bridge is typically closed. The ratings on Table 4-1 below are used as a guide when
evaluating the deck, superstructure, and substructure of a bridge.
Table 4-1
Bridge Evaluation Criteria Ratings
Rating
Description
N
9
8
7
6
Not Applicable
Excellent Condition
Very Good Condition—some problems noted
Good Condition—some minor problems
Satisfactory Condition—structural elements show some minor deterioration
Fair Condition—all primary structural elements are sound but may have minor section
loss, cracking, spalling, or scour
Poor Condition—advanced section loss, deterioration, spalling, or scour
Serious Condition—loss of section, deterioration, spalling, or scour have seriously
affected primary structural members. Local failures are possible. Fatigue cracks in steel
or shear cracks in concrete may be present.
Critical Condition—advanced deterioration of primary structural elements. Fatigue
cracks in steel or shear cracks in concrete may be present. Unless closely monitored it
may be necessary to close the bridge until corrective action is taken.
“Imminent” Failure Condition—major deterioration or section loss present in critical
structural members or obvious vertical or horizontal movement affecting structure
stability. Bridge is closed to traffic until corrective action is completed.
Failed Condition—out of service—beyond corrective action
5
4
3
2
1
0
Crash Data
Previously, both the Missouri State Highway Patrol (MSHP) and MoDOT inputted and
stored crash data. Now, all MoDOT crash reporting and browsing is done through TMS
applications, which eliminated mainframe programs and data entry doubling. Another benefit of
the new system is that it provides scanned electronic images of accident reports to be included in
the database as opposed to paper or microfilm images. In 2002, the Statewide Accident
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Reporting System (STARS) of the MSHP was implemented and incorporated into TMS. With
this change, MSHP data entry clerks could enter crash reports directly into the TMS database.
The crash data is used to identify where crashes occur and include other information, such as the
type of crash, contributing circumstances, and severity of the crash.
Pavement Management
This management system provides information and data relating to the riding surface of
state maintained roadways. The Pavement Condition score includes distresses (cracking, rutting,
spalling, etc.) that are present in the pavement.
Pavement Condition
The range for the condition score is “0” to “20” with “20” indicating pavement in
perfect condition. Table 4.2 below shows the pavement condition score for both the National
Highway System roadways and non-National Highway System roadways and the classification
of the pavement condition (“good,” “fair,” “poor,” etc.). The relationship between pavement
condition and the Planning Framework Process prioritization score, denoted by a percent of Total
Point Value (TPV), is shown in the last column of the table.
Table 4-2
Pavement Condition Scores
Condition
Classification
Very Good
Good
Fair
Poor
Very Poor
Condition Score
NHS
Non-NHS
18.9 – 20
17.8 – 18.8
16.4 – 17.7
15.3 – 16.3
0 – 15.2
18.9 – 20
17.7 – 18.8
15.9 – 17.6
14.3 – 15.8
0 – 14.2
Score
(% TPV)
0%
25%
50%
75%
100%
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Pavement Smoothness
Smoothness is measured by the International Roughness Index (IRI). The IRI varies from
approximately “0” to “300,” with “0” indicating a perfect roadway. The measurement method for
IRI and the scoring technique for the prioritization process are shown on Table 4-3 below.
Table 4-3
Pavement Smoothness Scores
Smoothness Rating
Very Good
Good
Fair
Mediocre
Poor
IRI
Score (% TPV)
< 60
60 – 94
95 – 170
171 – 220
>220
0%
25%
50%
75%
100%
Congestion Management
Traffic congestion and travel delay are among the most visible signs of transportation
problems. Drivers tolerate congestion for the most part, as a personal annoyance although traffic
congestion is a problem that wastes time, consumes energy resources, and contributes to poorer
air quality.
Traffic congestion in urban areas is typically confined to the morning and evening peak
hours of travel. Delays from congestion occur at specific locations, such as Interstate ramps,
signalized intersections, and bridges. Congestion in rural areas can occur at any time when the
roadway is unable to handle the traffic flow. This can be related to peak hours of travel,
including work and holiday travel, or because the typical two-lane roadway is restricted and
traffic is unable to flow freely, often because of an accident or slow-moving vehicle.
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Expanding the capacity of roadways is not the sole solution to congestion. The new
roadways, bridges, and highways built to relieve congestion satisfy latent and shifted demand for
travel. The use of alternate modes, land use regulation, access management, and improvements
to intersections and traffic signals can all contribute to an overall program to manage traffic
congestion.
There are two major methods for gauging congestion: (1) facility-based measures and (2)
travel time. The facility-based congestion method focuses on the road itself, and is based on
traffic volume and capacity comparisons. Such comparisons may include volume-to-capacity
ratios and traffic volume per lane-mile. The travel time method of measuring congestion
indicates the same conclusion. These trip-based measures are tied to the individual travelers’
congestion problems and oriented to the length of the trip. Average travel time to work is an
example of one such measure.
A number of indicators may be used to gauge and manage congestion. These are divided
into four categories: (1) facility-based measures, (2) personal travel effects, (3) effects on the
economy, and (4) environmental impacts. Facility-based measures include average vehicle speed
in peak hours, ratio between peak volume and nominal capacity (V/C), total vehicle-hours of
delay, the proportion of daily travel by speed or V/C range, frequency and duration of incidents,
and average daily traffic (ADT) per freeway lane. Personal travel effects include proportion of
personal travel by speed range, delay added to average person trips by time of day and travel
purpose, delay added to average person trip by place of residence, delay to transit vehicles, and
the number of accidents due to congestion.
Measured effects on the economy include delay added to average commute trip,
percentage of truck travel by speed or V/C range, vehicle-hours of delay to trucks/delivery
69
vehicles, truck-scheduling costs attributable to travel time uncertainty, and market perceptions of
congestion as an influence on economic activity. Finally, environmental impacts evaluated
include extra vehicle emissions due to stop-and-go conditions and extra gas consumption due to
stop-and-go conditions.
The level of service is defined as conditions within a traffic stream as perceived by the
users of a traffic facility. MoDOT’s TMS provides level of service information in the SOS Detail
Browser. In practice, levels of service have been defined by measures of effectiveness for each
facility type, relating more to speed, delay, and density than to qualitative factors or safety. Level
of service is rated from “A,” representing the best operating condition to “F,” representing the
worst. Table 4-4 describes the levels of service according to the Highway Capacity Manual.
Table 4-4
Level of Service
Level of
Service
A
B
C
D
E
F
Description
Primarily free flowing operations at average travel speeds, usually about 90 percent of the
free flow speed for the arterial class. Vehicles are completely unimpeded in their ability to
maneuver within the traffic stream. Stopped delay at signalized intersections is minimal.
Reasonably unimpeded operations at average travel speeds, usually about 70 percent of the
free flow speed for the arterial class. The ability to maneuver within the traffic stream is
only slightly restricted and stopped delays are not bothersome.
Stable operations, however, the ability to maneuver and change lanes in mid-block locations
may be more restricted than in level B and longer queues and/or adverse signal coordination
may contribute to lower than average travel speeds of about 50 percent of the average freeflow speed for the arterial class.
Borders on a range on which small increases in flow may cause substantial increases in
approach delay and, hence, decreases in arterial speed. This may be due to adverse signal
progression, inappropriate signal timing, high volumes, or some combination of these.
Average travel speeds are about 40 percent of free flow speed.
The point at which the roadway has reached its maximum capacity. Traffic operations are
unstable, speeds and flow rates fluctuate, and there is little independence for driver speed
selection or maneuvering.
Characterizes forced flow at extremely low speeds below one-third to one-quarter of the free
flow, which will drop to zero at times. Intersection congestion is likely at critical signalized
locations, with high approach delays resulting. Adverse progression is frequently a
contributor to this condition.
70
Transportation Demand Management
Transportation demand management (TDM) is a strategic response to roadway capacity
deficiencies that does involve the construction of new or expanded roadways. TDM actions are
calculated to reduce vehicle demand by increasing vehicle capacity or providing an alternate
mode. While new construction is the most direct and effective practice to eliminate congestion,
this approach may not offer a complete solution. A variety of strategies is available to reduce
congestion and may include methods to increase vehicle occupancy and promote alternative
modes of transportation.
Approaches may include local and regional ridesharing programs; transportation
management associations, which coordinate opportunities and incentives for shared travel,
usually through employers or business associations; cash-out parking subsidies. In addition,
some employers allow staggered/flexible work hours to more evenly distribute the number of
commuters, authorize telecommuting and home-based businesses, and permit employees to
convert employer paid parking subsidies to transit subsidies or cash. Cities have also instituted
restricted availability and/or increased parking cost for single occupancy vehicles; mixed use
development of walking, cycling, and transit alternatives; and transportation enhancements
projects, such as improved bicycle paths and pedestrian facilities to improve choices available to
commuters.
Signalized Intersection Management
Signalized intersections are necessary to allow the safe movement of vehicles on and off
a heavily traveled roadway or intersecting roadways. However, there is a physical limit to the
number of through movements and turning movements, which can be safely accommodated by a
signalized intersection. When the demand for any movement at the intersection exceeds the
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available capacity, congestion and delays ensue, reducing the average travel speed and increasing
the travel time. There are three basic strategies available to contend with intersection delays:
construct a grade separated interchange; construct a new roadway to divert traffic from the
congested intersection; and accept the delay and provide mitigation to improve safety and access.
MoDOT’s TMS inventories the signalized intersections on the state’s system. Besides
regional transportation planning and management, as described below in the next section, most
local transportation management is in the form of signalized intersections. Reynolds County does
not have any traffic signals. Ellington has one flasher. Carter County also has no signals, but has
three flashers. Two of the flashers are located in Van Buren and one is located in Ellsinore.
Ripley and Wayne Counties both have one signal each. Ripley County’s signal is in Doniphan. A
flasher is also located in Doniphan and another is located just outside of Doniphan. In Wayne
County, a signal and two of the four flashers are located in or near Piedmont. Wayne County has
one other flasher in Greenville. Butler County has four flashers outside of Poplar Bluff. There is
one flasher and numerous traffic signals within Poplar Bluff. Map 4-7 (below) depicts the
location of all signals and flashers within the Ozark Foothills Region.
72
Map 4-7
Signalized Intersections
Billboard Management
TMS was approached in 1999 to develop an application that would automate the process
used to locate and maintain data on billboards. While not in the original scope of development, it
was determined that a generic features application could be developed that could then be used for
other similar type information. This application was highly successful for billboards because it
provided for handling all of their data needs, integrating their system with FMS, and automating
the billing process.
73
Existing Transportation Management
Two local Transportation Development Districts are located in the Ozark Foothills
Region; both are in Butler County. The Cripple Creek Transportation Development District is
near State Route PP (Kanell Boulevard) in Poplar Bluff. This TDD was formed with the intent to
construct a connector road between State Route PP and MO 67. The TDD includes a signalized
intersection, grading, drainage, pavement, curb, gutter, sidewalk, storm water facilities,
structures, signing, striping, lighting, landscaping, etc. The Poplar Bluff Conference Center
Transportation Development District is also located in Poplar Bluff, near Route WW. The
purpose of this TDD is to construct a public parking lot and associated facilities.
Most local transportation management in the region is overseen by the OFTAC in
partnership with the OFRPC. Together, these organizations evaluate and prioritize the needs in
the region.
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Chapter 5 – Needs Identification
To identify the transportation problems and needs within a region, public input is
imperative. It is important to consider public input from several sources during the needs
identification process. The Ozark Foothills Transportation Advisory Committee (OFTAC) is a
committee comprised of local elected officials (mayors and presiding commissioners), local
business owners, and citizens from an assortment of communities within the Ozark Foothills
Region. The OFTAC’s primary tasks are to identify, evaluate, and prioritize transportation needs
within the region.
The committee members’ primary task is to represent local opinions about transportation
conditions, needs, and priorities. Different opinions arise from the different interpretations of
problems and consequences created by social constructs. People or groups of people will
perceive and interpret a problem and consequence differently and will each be affected by the
problem and consequence differently. Therefore, a variety of needs is identified with varying
priority levels. Consequently, a systematic way of identifying and prioritizing needs is vital to
transportation planning within the Ozark Foothills Region.
Based on information gathered during OFTAC meetings, through discussion with local
officials, citizen surveys, accident reports, an examination of regional demographic, economic,
and other transportation-related data, and a review of needs previously identified by the MoDOT
staff, a list of transportation needs within the region is compiled. The OFTAC and local officials
annually review and update the list and determine which situations are accurately being
identified as needs or problems.
Identified needs are defined as situations within the transportation system that result in
less efficient, impaired, or hazardous travel or transport conditions. Specific guidelines could
75
include bridges rated as being in poor or serious condition, roadways that experienced reduced
AADT or unacceptable volume levels due to worsened roadway conditions, or mandated
projects, such as the required widening of shoulders on particular roadways per MoDOT. The list
of needs is continuously considered by the OFTAC throughout the year to maintain accuracy.
After needs have been identified, each need is assessed to see which of the following two
“need categories” it falls into: (1) physical system condition needs or (2) functional needs.
According to MoDOT, physical system condition needs “target the state of repair of road and
bridge components,” while functional needs “target how well the transportation system is
operating.”
From the list of identified needs, a prioritized list is created, determining which needs
should be addressed first. This is a very important, but difficult process. Needs are not only
evaluated in three major subject areas (safety, maintenance, or economic development), but
according to predicted project completion times, as well.
A bridge in serious condition, for example, may be a more immediate need than other
projects, but is not necessarily a high priority because the bridge may no longer be needed and is
able to be closed. Another less immediate project, such as a road resurfacing, however, may be
considered a high priority because the particular road carries a heavy traffic volume.
Needs are prioritized by the OFTAC based on the goals set by the MoDOT’s LRTP,
MoDOT’s Southeast District, and the goals and objectives previously mentioned that were
created and approved by the OFTAC. After needs are prioritized, the list is approved by local
elected officials and submitted to the applicable MoDOT district. Needs are divided into three
category levels as stated by MoDOT. It is important to note that placing a project on a prioritized
list is not a commitment for design or construction.
76
High priorities are addressed first, and resources are typically directed toward these
projects. The high priority list is fiscally limited to approximately 10 years, and it is from this list
that the first projects are selected for preliminary design and engineering. Medium priorities are
addressed, as additional resources are made available. Low priority projects are “not in-progress”
and no work is being done to address the need.
According to MoDOT, the prioritization processes have been developed to address
roadway and bridge funding categories and do not address projects from all modes of
transportation. There is, however, some flexibility within regions to consider other projects, such
as multimodal projects. Funds designated for multimodal projects are appropriated for specific
projects. Examples include Transportation Enhancement grants for a variety of projects and the
Safe Routes to School program to improve biking and walking conditions around schools.
The diagram below (Figure 5-1) breaks down the transportation planning process.
Figure 5-1
Source: Missouri Department of Transportation, Missouri’s Planning Framework for
Transportation Decision-Making Executive Summary
77
The OFTAC prioritized and approved an updated list of all priority transportation project
needs and maintenance needs for the Ozark Foothills Region 2011 during the TAC Meeting on
October 28, 2010 at Ellsinore, Missouri. Prior to the meeting, each county submitted their top
three “project needs” priorities and their top two “maintenance needs” priorities. During the
meeting a consensus was obtained regarding the top two “project needs” priorities and their top
two “maintenance needs“ priorities for each of the counties in the district. The table below
(Table 5-1) shows these top two “project needs” priorities for Districts 9 and 10, along with the
other remaining nominees from the five counties. (It is important to note that as of July 2011,
both districts were grouped in the Southeast district following a restructuring of the Department.)
The top D9 “project needs” priority was to straighten Route M from Highway 60 to Deer
Run in Carter County. The second ranked priority was to four-lane Highway 160 from Doniphan
to Highway 67 in Ripley County.
The top D10 “project needs” priority was to straighten and widen State Route 34 from
Highway 67 to Bollinger County Line in Wayne County. The second ranked priority was to fourlane Highway 67 South from Highway 160 to Arkansas State Line in Butler County.
The remaining project needs priorities were listed as alternate projects. In Butler County,
they include (1) Four-lane Highway 160 from Highway 67 to Doniphan and (2) Redesign
Township Line and US 67 intersection. In Carter County, they include (1) Widen and eliminate
one-lane bridge over Pike Creek on Route M and (2) Widen and eliminate one-lane bridge over
Middle Brushy Creek on Route N. In Reynolds County, they include (1) Widen, plus install
shoulders on Highway 21, from Ellington to Highway 60, (2) Install caution light at Highway 21
and K-Y junction, and (3) Lower elevation for better visibility on State Road and Deer Run Park
Spur. In Ripley County, they include (1) Straighten “S” curve on State Route K and (2)
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Eliminate one-lane bridge between Naylor and Doniphan. In Wayne County, they include: (1)
Pave shoulders on State Route 34 west of Piedmont from Highway V to Reynolds County Line
and (2) Straighten and widen State Route 49 from Highway 67 to Williamsville.
Table 5-1
Identified Project Needs in Ozark Foothills Region for 2011
Area
District 9
Priority
 Route M: Straighten from Highway 60 to Deer Run (Carter County)
 Highway 160: Four-lane from Doniphan to Highway 67 (Ripley County)
District 10  State Route 34: Straighten and widen from Highway 67 to Bollinger
County Line (Wayne County)
 Highway 67: Four-lane Highway 160 to Arkansas State Line (Butler
County)
Butler
 Highway 160: Four-lane from Highway 67 to Doniphan
 Township Line and Highway 67 Intersection: Redesign
Carter
 Route M: Widen and eliminate one-lane bridge over Pike Creek
 Route N: Widen and eliminate one-lane bridge over Middle Brushy Creek
Reynolds
 Highway 21: Widen, plus install shoulders from Ellington to Highway 60
 Highway 21 and K-Y Junction: Install caution light
 State Road and Deer Run Park Spur: Lower elevation for better visibility
Ripley
 State Route K: Straighten “S” curve
 Between Naylor and Doniphan: Eliminate one-lane bridge
Wayne
 State Route 34: Pave shoulders west of Piedmont from Highway V to
Reynolds County Line
 State Route 49: Straighten and widen from Highway 67 to Williamsville
79
As cited above, during the meeting, a consensus was also obtained regarding the TAC’s
top two “maintenance needs” priorities for each of the applicable MoDOT districts (D9 and
D10). The table below (Table 5-2) shows these top two “project needs” priorities for D9 and
D10, along with the other remaining nominees from the five counties.
The top D9 “maintenance needs” priority was to overlay B Highway in Reynolds County.
The second ranked priority was to overlay BB Highway in Ripley County.
The top D10 “project needs” priority was to resurface D Highway in Wayne County. The
second ranked priority was to resurface Highway 51 in Butler County.
The remaining project needs priorities from each of the five counties were listed as
alternate projects. In Butler County, they include (1) Resurface VV Highway. In Carter County,
they include (1) Overlay Z Highway and (2) Repair Highway 60 crossover at A Highway. In
Reynolds County, they include (1) Pave Tram Road from Route Y to Route B. In Ripley County,
they include (1) Overlay EE Highway. In Wayne County, they include (1) Resurface Highway
49.
The OFTAC, MoDOT District representatives, and the OFRPC then worked together to
plan solutions. The proposed projects, which had been previously ranked by the OFTAC, were
approved by local elected officials in the region. The prioritized list of needs and proposed
projects, identified previously in Table 5-1 and Table 5-2, were presented to the applicable
MoDOT District Offices within the Ozark Foothills Region to be included in the MoDOT
Planning Framework Process.
80
Table 5-2
Identified Maintenance Needs in Ozark Foothills Region for 2011
Area
District 9
Priority
 B Highway: Overlay (Reynolds County)
 BB Highway: Overlay (Ripley County)
District 10  D Highway: Resurface (Wayne County)
 Highway 51to Qulin: Resurface (Butler County)
Butler
 VV Highway: Resurface
Carter
 Z Highway: Overlay
 Highway 60 Crossover at A Highway
Reynolds
 Tram Road: Pave from Route Y to Route B
Ripley
 EE Highway: Overlay
Wayne
 Highway 49: Resurface
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Chapter 6 – Future Project Plan and RTP for Ten Years
The Ozark Foothills Region’s Future Project Plan (FPP) focuses on projects that have
been prioritized by the OFTAC, local officials, and the MoDOT’s STIP. The STIP plans for five
fiscal years at a time and an updated plan is created every year. Therefore, the Ozark Foothills
Region’s FPP will follow MoDOT’s STIP, which, at the time of this writing, has a draft
published through 2016, a total of five currently planned years, starting with FY12. After
reviewing and combining previously published Missouri plans and Missouri’s current draft, a
working and revisable RTP for the Ozark Foothills Region was created.
Future projects include roadway improvements to MO Route 34 (in 2012- 2014), various
improvements and/or maintenance on minor and major routes, capacity and bridge improvements
on US Highway 67 (2012), capacity improvements on route 160 (2012-2014), and pavement
improvements on Route MM and MO Highway 21 (2012, 2012-2014). Several road and bridge
projects are to occur at various locations. In Reynolds, Ripley, and Carter Counties, the various
projects include payback for Safe and Sound Bridges funding; guard cable and guardrail repair;
surveying to sell excess right of way parcels; pavement improvements and preventative
maintenance; and resurface and perform shoulder repairs on various routes. In Butler and Wayne
Counties, the various projects include striping Interstate 55; pavement improvements; bridge
improvements in three locations; and payback for Safe and Sound Bridges funding.
Aviation improvements include enhancements to the Doniphan (2016) and Poplar Bluff
(2014-2015) municipal facilities. There will also be various statewide programs affecting the
region’s airports between 2011 and 2015.
Five different statewide railway improvement programs are planned to occur from 2012
to 2016. Concerning public transportation, roadway transit systems will be provided both by
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Missouri and Federal resources in the Ozark Foothills Region. Ripley County will receive funds
for the Ripley County Transit System as well as both OATS, Inc. and SMTS, Inc. to operate in
applicable MoDOT Districts. Reynolds County will also receive funds for OATS, Inc. while
Carter County will receive funds for OATS, Inc. and SMTS, Inc. The latter will also provide
service in Butler and Wayne counties.
Lastly, several programs in the area will receive funds to improve elderly and
handicapped transportation assistance. Butler County will have three programs receiving funding
as follows: (1) Butler County Community Resource Council, (2) Retired and Senior Volunteer
Program (RSVP), and (3) Manufacturers Assistance Group. In Ripley County, the Current River
Sheltered Workshop receives assistance. In Reynolds County, the Reynolds County Sheltered
Workshop, Inc. will receive aid. The Big Springs Sheltered Workshop in Carter County and the
Services for Extended Employment, located in Wayne County, will also receive funding.
According to the current plan, Reynolds County will participate in ten road and bridge
improvement projects, one transit system program, and one elderly and handicapped assistance
program. The roadway and bridge improvements involve MO Route 21 and other various state
projects. In addition, OATS will receive funds for operation in Reynolds County, as well as the
Reynolds County Sheltered Workshop, located in Bunker.
Wayne County will receive four road and bridge improvements, including improvements
to MO 34 and other various statewide projects. In addition, the Services for Extended
Employment, participating in an elderly and handicapped transportation assistance program, and
SMTS, participating as a transit system, will receive funding.
Carter County does not have any projects in the current STIP, but is receiving funding
with the statewide improvement programs. Various improvements such as guard cable and
83
guardrail repair, and scoping for roadway projects will occur. Both OATS and SMTS will
receive funds to operate in Carter County, and the Big Springs Sheltered Workshop will receive
funding.
Of Butler County’s road improvements, two are to BU/US Highway 60 and three are to
MO Route PP (along with the statewide projects). In Butler County, three Poplar Bluff based
elderly and handicapped assistance programs will receive funding, including Retired and Senior
Volunteer Program and Manufacturers Assistance Group. Finally, SMTS will receive funding to
operate within the county.
The final county in the region is Ripley County. Two road and bridge improvements to
MO 160 are planned besides the statewide projects. The county’s only airport, located in
Doniphan, is to receive improvements in 2016. Ripley County Transit, Inc. and SMTS, Inc. will
receive both Federal and Missouri funding. The Current River Sheltered Workshop will
participate in an elderly and handicapped transportation assistance program.
Six aviation programs and five railway programs will run on the statewide level. The
aviation programs include a non-primary airport entitlement program, 5010 inspections, scoping,
and design for future projects, an air service study, and ongoing maintenance to the automated
weather observing system. The five railway programs include installing stop/yield signs, battery
backup, and roadway gates, construct connecting roads from closed crossings, LED signal
upgrades, and engineering projects.
Depicted below is the map of the STIP projects for the 2012-2016 Fiscal Years (Map 6-1)
Furthermore, a table of all 2012-2016 STIP Projects, sorted by county, can be found in the
Appendix.
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Map 6-1
2012-2016 STIP Projects
Source: MoDOT, Statewide Transportation Improvement Program
85
Projects identified in the current STIP are the most achievable in the next ten years.
These projects are listed in the STIP with both a timeframe and cost estimate and are the easiest
to include in the RTP. Again, the above updated prioritized list of needs and projects has been
presented to the applicable MoDOT District Office within the Ozark Foothills Region for
ranking and consideration in future STIPs.
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Chapter 7 – Financing
Because demand for transportation improvements exceeds the state funding available to
meet the needs, The MoDOT has established various programs to encourage and enable
public/public and public/private partnerships. These programs increase financing options for
undertakings with public purposes, such as highway and rail projects, transit equipment, air and
water transportation facilities, and elderly/handicapped vehicles. These partnerships may
incorporate inflation cost savings, early economic and public benefits, financing adapted for the
project’s needs, and a reduced cost of project financing.
Cities and counties in Missouri may opt to earmark part of their property tax levies for
transportation purposes. According to research done by the Institute of Transportation Studies at
the University of California, Berkeley, all Missouri counties surveyed by the university reported
usage of such revenues for road and highway maintenance.
Also according to the Institute, “No centralized information is available on which types
of sales taxes have been adopted in which locations, or how the revenues are used.” However, 35
Missouri counties were surveyed by the Institute for analytical purposes. Of the 35 counties, 19
counties (54 percent) had adopted a retail sales tax earmarked for transportation. Tax rates
ranged from 0.05 percent to 0.75 percent. The most common rate was 0.5 percent.
Research shows that as of 2002, Butler County had a 0.04 percent property tax and a 0.25
percent retail sales tax that went towards a Special Road and Bridge Fund. As of 2003, Wayne
County had a 0.11 percent property tax for a special road and bridge fund. Reynolds County
collects a 0.20 percent property tax for the Special Road and Bridge Fund. According to Ripley
County’s 2003 Audit Report, Ripley County has 19 Special Road Districts that receive property
tax collections from property within each district. The taxes levied are set and retained by each
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road district. Carter County collects a 0.2354 percent property tax for the special road and bridge
fund. Table 7-1 summarizes the information collected in 2001 by the University of California,
Berkley’s Institute of Transportation Studies for the five counties in the Ozark Foothills Region.
Table 7-1
Transportation Taxes per County
2001
Property Taxes
Sales Taxes
Road
District
Tax
Revenues
Total
Revenues
Per
Capita
Rate for
Transportation
(%)
Jurisdiction
Purposes
County
Tax
Revenues
Purposes
Revenues
Revenues
Per
Capita
Butler
Road/Bridge
$56,200
--
$1.39
--
Road/Bridge
Fund
$599,000
$14.81
Carter
Road/Bridge
$61,900
--
$9.70
--
--
--
--
Reynolds
Road/Bridge
$19,500
$170,200
$28.53
--
--
--
--
Ripley
--
--
$191,800
$13.65
--
--
--
--
Wayne
Road/Bridge
$120,100
--
$9.19
--
Road/Bridge
Fund
$336,200
$25.74
In the Ozark Foothills Region, the Cities of Doniphan and Piedmont are the only cities
that collect a transportation tax as indicated in the table below (Table 7-2). Both cities collected a
0.5 percent transportation tax on retail purchases. Of the 214 cities in Missouri that collect a
transportation tax, 90.2 percent of these cities collect at a 0.5 percent rate.
Table 7-2
Transportation Taxes per City
2001
City
Type of Tax
% Tax
Doniphan
Piedmont
Retail Purchases
Retail Purchases
0.5
0.5
88
Multimodal Funding
As can be seen in the figure below, Figure 7 – 1, only a small portion of Missouri’s
statewide multimodal funding comes from local sources. The highest percentage (32 percent) of
local funding for multimodal transportation was for transit programs, while the lowest
percentage (2 percent) was used for railroad programs. Aviation and waterway programs
received 14 percent and 19 percent respectively.
Figure 7-1
Source: MoDOT, 2002-2006 STIP Executive Summary
The MoDOT offers an Innovative Financing Program (IFP). Through this program, different
means are used to create partnerships, which can be used for additional funding for any
transportation mode. According to the MoDOT, “The benefits to a project assisted by these
partnerships may include the following: inflation cost savings, early economic and public
benefits, financing tailored to the project's needs, and a reduced cost of project financing.”
89
There are two categories of the IFP: (a) Partnership Funding Programs (PFP) and (b)
Partnership Debt-Financing Programs. PFPs do not require funding to be repaid while
Partnership Debt-Financing Programs make loans that must be repaid to help fund projects.
The PFP Program has four sub-programs, which includes the Cost-Sharing Program,
Economic Development Program (EDP), Transportation Corporation (TC), and Transportation
Development District (TDD). According to the MoDOT, “The Cost-Sharing Program provides
guidance on projects in which MoDOT commits a portion of project costs for projects not on the
department's Right-of-Way and Construction Program, but that will benefit the state highway
system.” With this program, the MoDOT will contribute up to 50 percent of a project’s costs for
projects not fully funded by the MoDOT, but considered beneficial to the state highway system.
Multiple gains come from participating in the Cost-Sharing Program, including stretching the
MoDOT’s limited funds when communities contribute half of a project’s costs. Such strong
community support for a project typically brings about more timely construction and completion
of projects as well.
The EDP works with transportation planning to provide funding for projects that will
notably effect economic development in the state and/or region. With this type of program,
funding can exceed 50 percent of project costs.
The Cost-Sharing and EDP must meet detailed guidelines. Projects must be on the state
highway system and must have the support of the local regional planning organization, in
addition to the agreement of the MoDOT District Engineer in regards to the need and the
proposed solution, before a project is considered. An agreement approved by the Missouri
Highways and Transportation Commission (MHTC) and the project sponsor is also required for
each project.
90
The MHTC agreement identifies expenses that will be included and each party’s
responsibility for the project’s costs. These expenses are called participation costs, and, at a
minimum, the agreement between the MHTC and the sponsor will include expenses for
construction inspection, construction contract, and any construction change orders. Other
expenses may include preliminary engineering, right-of-way acquisition, right-of-way incidental
costs, and utility relocations.
Project sponsors must contribute at least one-half of the participation costs, unless the
project creates new jobs. Projects that create jobs, as verified by the Missouri Department of
Economic Development, may have fully funded participation costs with MHTC approval.
Retail development projects are not eligible for a higher participation level. Funds
available for the MoDOT’s participation are based on uncommitted revenue, and this amount is
determined based on the MoDOT’s debt management policy and funds necessary to keep STIP
commitments. No project will be moved out of the STIP to increase revenue available for
projects partially paid by others.
The MoDOT’s funding for proposed projects will be considered based on hierarchy of
funding sources and includes the following:
 Remaining balance of $30 million annual set-aside for cost-share/economic development.
Projects are limited to an annual $5 million portion for a maximum of four years.
 Rural major corridor funding allocation remaining balance. Projects must be
improvements to major rural corridors outside of Transportation Management Area
boundaries
 Funds distributed to districts for regional concerns or flexible funding. Projects must have
the concurrence of the district engineer and the district must have an available balance.
91
TCs, as defined by the MoDOT, are specialized, temporary, private, and not-for-profit
corporations that can be organized to plan, develop, and finance a particular transportation
project. The TC acts in promoting transportation projects and economic development and is
formed to facilitate the funding, promotion, planning, design, construction, maintenance, and
operation of a project. The TC is a non-member, non-stock corporation and can be formed by at
least three registered Missouri voters (each at least 21 years old) filing an Alternative Funding
application with the MoDOT. A TC can fund a project by using any lawful funding method;
including service/user fees, charging tolls, and issuing tax-exempt bonds and notes. A TC cannot
collect taxes.
The application for a TC submitted to the MoDOT must include a proposed financial
plan, preliminary plans, and specification for a project, and request that the MHTC authorize the
creation of the TC. The board of directors is established by appointment by the MHTC for terms
no longer than six years. The terms are staggered so not more than one-third of the terms will
expire in a particular year. No person owning land neighboring to the project may serve on the
board. The MHTC will appoint at least one advisor to the board, who has no vote but can
participate in all meetings and discussions and has access to all of the TC’s records.
According to the MoDOT, TDDs can also help fund local transportation projects through
the collection of taxes and the borrowing of funds. The TDD is allowed to generate money by
issuing debt and levying taxes in order to repay the debt incurred by the District. People choose
to form a TDD when they are looking to levy taxes in order to pay for a transportation project.
TDDs are “temporary, local, political organizations that are authorized by a vote of the
public or all owners of real property affected by the district to plan, develop, finance, and levy
taxes for a particular transportation project.” A TDD can be formed by four groups: (a)
92
registered voters, (b) a local transportation authority, (c) a multi-jurisdictional transportation
authority, or (d) property owners.
A TDD may issue notes, bonds, and other debt securities to fund projects. The debt is
solely the responsibility of the district and is only payable with TDD funds. The TDD can levy
sales taxes, impose tolls, impose property taxes, and use special assessments within the TDD to
repay the debt. The revenue can only be used for public transportation and transportation-related
improvements. The tax rate must be the same rate throughout the district, and proposed funding
is subject to the qualified voters’ consent. If the TDD cannot generate enough revenue to fund
the project, its options include restructuring the debt financing, changing the tax rate, or seeking
additional funds elsewhere. There are two TDDs in the Ozark Foothills Region. Both are located
in Butler County, and totally within the City of Poplar Bluff, as indicated on Map 7-1 below.
93
Map 7-1
94
There are two types of Partnership Debt-Financing Programs that make loans to a project
that have to be repaid. They include the Missouri Transportation Finance Corporation (MTFC)
and the Statewide Transportation Assistance Revolving Fund. These programs are administered
by the MoDOT’s Innovative Financing staff. Options include loans and credit enhancements.
Generally, applicants participate to complement a project’s financing plan, and the
assistance is in the form of a reserve amount for a bond issue, a pre-construction loan before
bonds are issued for permanent project financing, or a longer-term loan for project costs. The
length of loan repayment is based on the size of the loan and tailored to the applicant’s revenue
stream. There is a ten-year maximum term for a loan unless the board grants an exemption. The
interest rate is based on a comparable term municipal bond or on a comparable term U. S.
Treasury instrument.
First, the MTFC is a non-profit lending corporation. It was created to aid transportation
projects and to oversee Missouri’s Statewide Transportation Assistance Revolving (STAR)
Fund. Highway and bridge projects are eligible for MTFC funding based on the functional
classification system. All Federal Highway Administration’s (FHWA) functionally classified
highways are MTFC eligible, except for local or rural minor collectors. All bridges included
within FHWA’s bridge inventory are also eligible. Finally, all mass transportation capital
projects that would otherwise be eligible to receive Federal funding are MTFC eligible projects.
The second form of Partnership Debt-Financing Programs is through the STAR Fund.
The Fund was established by the Missouri General Assembly to contribute to the planning,
acquisition, development, and construction of non-highway transportation facilities. STAR loans
may be used for air, water, rail, or mass transit facility construction; mass transit vehicles; and
vehicles for elderly or handicapped persons.
95
Another form of local transportation financing and funding is through Local Programs
(LP). LPs provides Federal funding to cities and counties for transportation improvements. LPs
such as the Off-System Bridge Replacement and Rehabilitation Program provides funding to
counties for the replacement or improvement of lacking bridges. The On-System Bridge
Replacement and Rehabilitation Program provides funding through a selection process for the
replacement or rehabilitation of deficient bridges on the state road system.
LPs such as the Congestion Mitigation and Air Quality Program makes monies available
to improve air quality within Environmental Protection Agency selected areas. The
Transportation Enhancements Program typically provides funding for transportation projects
other than highway and bridge construction, such as historical and archeological, scenic or
natural resource, or bicycle and pedestrian improvements. Finally, the Surface Transportation
Program provides funds to transportation services within urban areas. Because they define urban
areas as communities that have populations of 5,000 or higher, Poplar Bluff is the only city that
would qualify for the Surface Transportation Program as a small urban area.
96
Chapter 8 – Plan Implementation
A copy of the original RTP was submitted to each OFTAC member for his/her review. At
the subsequent OFTAC meeting, the RTP was open for discussion. Any revisions that were
approved by the OFTAC were incorporated and a revised copy of the plan was again submitted
to the OFTAC members. Upon the OFTAC’s approval of the revised plan, implementation of the
plan was begun.
The entire RTP is to be reviewed by the OFTAC every five years. Specific sections, such
as the needs prioritization and STIP projects, must be reviewed annually, as relevant information
is made available for those applicable sections each year. The revised portion of the RTP shall be
reviewed and approved by the OFTAC.
The OFTAC will continue to update and review the “needs lists” annually. The annually
updated lists are to include a prioritized list of the top two “project needs’ and top two
“maintenance needs” for each MoDOT district in the region (D9 and D10 have now been
combined into a single Southeast District), along with the other remaining prioritized project and
maintenance needs per county.
According to the MoDOT, implementation of the Planning Framework Process and
Missouri’s LRTP, “includes specific tasks and target dates that must be completed in order to
implement the improved processes.” Starting with the Fiscal Year 2009-2013 STIP, the MoDOT
began fully using the framework processes.
As stated in chapter one, the RTP will be used to identify needs in the area and update
Missouri’s LRTP. Implementation of this plan will occur as the following steps are completed.
The needs are prioritized and reported in the RTP. If the TAC “needs” are selected, preliminary
design commitments will be made. Next is the project scoping stage, where the projects will be
97
designed and developed. It is here that projects will first be identified as possibilities to be part of
the STIP. The projects will then again be prioritized and programmed. Finally, right of way and
construction commitments will be made, and the projects will be listed in the STIP. The
transportation improvements will then be completed, resulting in the citizens of Missouri and,
more specifically, the Ozark Foothills Region leading a more connected, prosperous, and
improved life.
To revise this plan, it is essential that the OFTAC, OFRPC staff, and community
members constantly monitor and check the development of the RTP. It is the role of the OFTAC
to annually evaluate and revise the list of the region’s transportation needs. The OFRPC must
then do its job of reporting these changing needs to the MoDOT Central Office and to the
MoDOT’s district office for inclusion of the identified needed improvements in Missouri’s
LRTP and the current STIP. As described in previous chapters, several of the region’s identified
needs are already included in the current STIP and progress is being made towards the goal of
getting more of the region’s needs included in the STIP. Of course, new needs are surely to arise
and be identified in following years, perpetuating the annual cycle of transportation planning.
98
Appendix
2012-2016
STIP Projects by County
REYNOLDS COUNTY
Mode
Project
Location
Scoping/Design
Scoping for roadway
improvements
From Rte. 106 to
Rt3. 34
From 0.5 mile
north of County
Road 348 to 0.2
mile south of
County Road 600
Job
Number
FY
Est. Cost
9P0582
2012-2016
10,000 Total
9P2211
2012
2014
2012:
150,000
2014:
2,947,000
Road/Bridge:
MO 21
Pavement and safety
improvements
Road/Bridge:
Various
Pavement
improvements on
various minor routes
in various counties
Throughout District
9
9P2215
2013
5,608,000
Road/Bridge:
Various
ADA improvements at
various locations
Throughout District
9
9P2217
2013
2014
2013: 5,000
2014:
289,000
Throughout
District 9
9P2236
2012
555,000
Throughout District
9
9P2238
2013
570,000
Throughout District
9
9P2239
2014
586,000
Throughout District
9
9P2244
2012
2014
2012: 40,000
2014:
4,608,000
Throughout District
9
9P2245
2012
2014
2012: 15,000
2014:
6,913,000
Throughout District
9
9S2201
2012
20,000
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Scoping/Design
Job Order Contracting
for guard cable and
guardrail repair
Job Order Contracting
for guard cable and
guardrail repair
Job Order Contracting
for guard cable and
guardrail repair
Pavement
improvements and
preventative
maintenance on
various major routes
in various counties
Pavement
improvements on
various minor routes
in various counties
Surveying to sell
excess right of way
parcels
99
Road/Bridge:
Route MM
Pavement
improvements
From County Road
218 to Route N
9S2216I
2012
Road/Bridge:
Various
Pavement
improvements on
various minor routes
Throughout District
9
9S2254
2012
2013
2012: 5,000
2013:
2,246,000
Transit System
OATS, Inc.
Throughout
Southeast District
Not
Available
2011
6,978,053
State and
Federal
Funds
Elderly/Handicap
Assistance
Reynolds County
Sheltered Workshop
Reynolds County
Not
Available
2011
3,750
100,000
100
WAYNE COUNTY
Mode
Project
Location
Job Number
FY
Est. Cost
Road/Bridge:
Various
Striping IS55
Throughout
District 10
0I2224
2012
393,000
Road/Bridge:
Various
Striping IS55
Throughout
District 10
0I2233
2012
2013
Road/Bridge:
MO 34
Pavement
improvements
From east of
Rte. DD to
Rte. 67
0P2295
2012
2014
Pavement
improvements
From the
Reynolds
County line to
the city of
Piedmont
Transit System
SMTS, Inc.
Throughout
Southeast
District
Elderly/Handicap
Assistance
Services For
Extended
Employment
Piedmont
Road/Bridge:
MO 34
2012:
11,000
2013:
393,000
2012:
110,000
2014:
6,216,000
2012
2014
2012:
81,000
2014:
2,282,000
Not Available
2011
1,712,039
State and
Federal
Funds
Not Available
2011
5,500
0P2306
101
CARTER COUNTY
Mode
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Scoping/Design
Scoping/Design
Road/Bridge:
Various
Transit System
Project
Pavement
improvements
on various minor
routes in various
counties
ADA
improvements at
various locations
Job Order
Contracting for
guard cable and
guardrail repair
Job Order
Contracting for
guard cable and
guardrail repair
Job Order
Contracting for
guard cable and
guardrail repair
Pavement
improvements
and preventative
maintenance on
various major
routes in various
counties
Pavement
improvements
on various minor
routes in various
counties
Scoping for
roadway
improvements
Surveying to sell
excess right of
way parcels
Pavement
improvements
on various minor
routes
OATS, Inc.
Location
Job Number
FY
Est. Cost
Throughout
District 9
9P2215
2013
5,608,000
Total
Throughout
District 9
9P2217
2013
2014
2013: 5,000
2014:
289,000
Throughout
District 9
9P2236
2012
555,000
Throughout
District 9
9P2238
2013
570,000
Throughout
District 9
9P2239
2014
586,000
9P2244
2012
2014
2012:
40,000
2014:
4,608,000
9P2245
2012
2014
2012:
15,000
2014:
6,913,000
9S2187
20122016
10,000
Total
9S2201
2012
20,000
9S2254
2012
2013
2012: 5,000
2013:
2,246,000
2011
6,978,053
State and
Federal
Funds
Throughout
District 9
Throughout
District 9
From County
Road M-127 to
Route 60.
Throughout
Southeast
District
Throughout
District 9
Throughout
Southeast
District
Not Available
102
Transit System
SMTS, Inc.
Throughout
Southeast
District
Elderly/Handicap
Assistance
Big Springs
Sheltered
Workshop., Inc.
Van Buren
Not Available
2011
1,712,039
State and
Federal
Funds
Not Available
2011
4,000
103
BUTLER COUNTY
Mode
Road/Bridge:
Various
Road/Bridge:
Various
Project
Striping IS55
Striping IS55
Location
Throughout
District 10
Throughout
District 10
1.5 mi S of Rte. M
to 1.0 mi S of Rte.
160
Job
Number
FY
Est. Cost
0I2224
2012
393,000
0I2233
2012
2013
2012: 11,000
2013: 393,000
0P0959
2012
23,068,000
Road/Bridge:
US 67
Capacity
improvements
Road/Bridge:
US 67
Bridge
improvements
Over Epps Ditch
0P2238
2012
1,238,000
Road/Bridge:
Rt. PP
Intersection
improvements
1.5 miles west of
Poplar Bluff at
County Road 441
(Township Line
Road)
0S0919
2012,
20142015
1,409,000
Total
Road/Bridge:
Rt. PP
Bridge
improvements
Over Cane Creek
0S2215
2012
1,607,000
Road/Bridge:
Rt. PP
Bridge
improvements
Over Pike Creek
0S2294
2012
2014
2012: 132,000
2014:
1,861,000
Aviation
T-hanger pavement
maintenance;
Improve drainage
Poplar Bluff
Not
Available
2014
210,000
Aviation
Apron rehabilitation
Poplar Bluff
Not
Available
2015
850,000
Transit System
SMTS, Inc.
Throughout
Southeast District
Not
Available
2011
1,712,039
State and
Federal Funds
Various crossings
in Butler County
Not
Available
2012
40,000
Butler County
Not
Available
2011
3,000
2011
2,250
2011
10,000
Railway
Elderly/Handicap
Assistance
Elderly/Handicap
Assistance
Elderly/Handicap
Assistance
Install LEDs on
existing active
warning devices on
UP Hoxie
Subdivision
Butler County
Community
Resource Council
RSVP
Poplar Bluff
Manufacturers
Assistance Group
Poplar Bluff
Not
Available
Not
Available
104
RIPLEY COUNTY
Mode
Project
Location
Job
Number
FY
Est. Cost
Road/Bridge:
US 160
Pavement
improvements
Rte. 21 south to
Rte. JJ
9P2186
2012
2013
2012: 100,000
2013:
4,031,000
Throughout
District 9
9P2215
2013
5,608,000
9P2217
2013
2014
2013: 5,000
2014: 289,000
9P2222
20122014
11,400,000
Total
Throughout
District 9
9P2236
2012
555,000
Throughout
District 9
9P2238
2013
570,000
Throughout
District 9
9P2239
2014
586,000
Throughout
District 9
9P2244
2012
2014
2012: 40,000
2014:
4,608,000
Throughout
District 9
9P2245
2012
2014
2012: 15,000
2014:
6,913,000
Throughout
District 9
9S2201
2012
20,000
Throughout
District 9
9S2254
2012
2013
2012: 5,000
2013:
2,246,000
Doniphan
Not
Available
2016
50,000
Road/Bridge:
Various
Pavement
improvements on
various minor routes
in various counties
ADA improvements
at various locations
Road/Bridge:
US 160
Roadway
improvements
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Scoping/Design
Road/Bridge:
Various
Aviation
Job Order
Contracting for
guard cable and
guardrail repair
Job Order
Contracting for
guard cable and
guardrail repair
Job Order
Contracting for
guard cable and
guardrail repair
Pavement
improvements and
preventative
maintenance on
various major routes
in various counties
Pavement
improvements on
various minor routes
in various counties
Surveying to sell
excess right of way
parcels
Pavement
improvements on
various minor routes
Airport layout plan
Throughout
District 9
From Rte. JJ in
Ripley County to
Rte. 67 in Butler
County.
105
Transit System
OATS, Inc.
Throughout
Southeast District
Not
Available
2011
Transit System
Ripley County
Transit
Ripley County
Not
Available
2011
Transit System
SMTS, Inc.
Throughout
Southeast District
Not
Available
2011
Elderly/Handicap
Assistance
Current River
Sheltered Workshop
Doniphan
Not
Available
2011
6,978,053
State and
Federal Funds
112,791 State
and Federal
Funds
1,712,039
State and
Federal Funds
7,000
106
STATEWIDE
Mode
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Road/Bridge:
Various
Project
Safety improvements
at various statewide
locations. Funded by
High Risk Rural
Roads Program
funds.
Safety improvements
at various statewide
locations. Funded by
High Risk Rural
Roads Program
funds.
Safety improvements
at various statewide
locations. Funded by
Open Container
Program funds.
Safety improvements
at various statewide
locations. Funded by
Open Container
Program funds.
Enhancement
projects at various
statewide locations.
Funded by Statewide
Enhancement
Program funds.
Enhancement
projects at various
statewide locations.
Funded by Statewide
Enhancement
Program funds.
Location
Job
Number
FY
Est. Cost
Statewide
9P2261
2013
2,417,000
Statewide
9P2262
2014
2,259,000
Statewide
9P2263
2013
8,611,000
Statewide
9P2264
2014
11,295,000
Statewide
9P2265
2013
5,385,000
Statewide
9P2266
2014
5,648,000
Aviation
Scoping and Design
Statewide
Aviation
Non-primary airport
entitlement program
Statewide
Aviation
5010 inspections
Statewide
Aviation
ARFF Training
Statewide
Aviation
Automated weather
observing system
ongoing maintenance
Statewide
Not
Available
Not
Available
Not
Available
Not
Available
Not
Available
2012-2016
2012-2016
1,400,000
Total
47,761,400
Total
2012-2016
265,000 Total
2012-2016
250,000 Total
2012-2016
375,000 Total
107
Aviation
Air service
Development
Statewide
Railway
Close crossings
Statewide
Railway
Railway
Install Stop/yield
sign; battery backup;
roadway gates; misc
Construct connecting
roads from closed
crossings
Not
Available
Not
Available
2012-2016
2012-2016
11,111,110
Total
1,150,000
Total
Statewide
Not
Available
2012-2016
800,000 Total
Statewide
Not
Available
2012-2016
500,000 Total
2012-2016
650,000 Total
2012-2016
700,000 Total
Railway
LED Upgrades
Statewide
Railway
Engineering projects
Statewide
Not
Available
Not
Available
108