Developing a Livability Program for Indian Reservations: 1
A Methodology and Case Study 2
3
Sanjay Pokharel 4 Graduate Research Assistant 5
Wyoming Technology Transfer Center 6
1000 E. University Avenue 7
Department 3295 8
Laramie, WY 82071 9
(307) 761-1218 10
Fax: (307) 766-6784 11
e-mail: [email protected] 12
13
14
Debbie S. Shinstine, P.E., Ph.D. 15 Research Engineer 16
Wyoming Technology Transfer Center 17
1000 E. University Avenue 18
Department 3295 19
Laramie, WY 82071 20
(307) 766-6743 21
Fax: (307) 766-6784 22
e-mail: [email protected] 23
24
25
Khaled Ksaibati, Ph.D., P.E. 26 Director, Wyoming Technology Transfer Center 27
1000 E. University Avenue 28
Department 3295 29
Laramie, WY 82071 30
(307) 766-6230 31
Fax: (307) 766-6784 32
e-mail: [email protected] 33
34
35
Word Count 36
4,889 + (10 x 250 Figures and Tables) = 7,389 37
38
July 2014 39
40
Transportation Research Board 41
Washington, D.C. 42
43
ABSTRACT 44
Livability is a fairly new concept which is well understood for urban areas but more vaguely 45
defined for rural areas and even is less so for Indian reservations. The need to identify livability 46
issues on Indian reservations necessitates the demand for a methodology for tribes to develop 47
their own livability programs by implementing livability principles and programs with 48
sustainable strategies. A methodology has been developed to identify the important issues for 49
tribal communities. This methodology consists of data collection, analysis and development of 50
the program. It has been implemented on the Wind River Indian Reservation. Analysis of 51
responses from the WINDS III survey, stakeholder surveys and resident surveys found many 52
commonalities regarding livability. Many factors such as youth/recreational centers and public 53
safety are important elements on Indian reservations. From a transportation perspective, well 54
maintained roads and bicycle/pedestrian lanes and paths are significant. By incorporating all the 55
results from the data collection, a definition has been formulated which focuses on a community 56
having well maintained roads with safe pedestrian/bicycle facilities which benefits the people by 57
providing quick access to services such as jobs, health care, and recreational activities by 58
preserving the culture and sovereignty. 59
INTRODUCTION 60
Livability, a fairly new concept has evolved mainly from the advancement of transportation. 61
Livability does not have a long history but it has gained recognition quickly in recent years. It 62
mainly focuses on improving community quality of life with the support of sustainable goals. 63
Livability helps empower communities with tools to address transportation, culture and quality 64
of life issues. There is no distinct definition of livability and it varies from one community to 65
another whether it is urban, rural or even tribal. 66
To improve the livability of communities the idea of transportation works as a catalyst 67
which goes beyond the movement of vehicles to include the comfort and safety of pedestrians 68
and bicyclists. Livability is well understood for urban areas but more vaguely defined for rural 69
areas. It is even understood less for Indian reservations. 70
BACKGROUND 71
Different agencies have varying definitions for livability. However, the most common 72
definitions generally include transportation, community and the quality of life. Motor vehicle 73
accidents, congestion, and urban sprawl are increasing and contribute to other problems such as 74
loss of productivity and economics which affects quality of life. Incorporating livability into 75
transportation planning, programs, and projects is a step towards addressing these issues (1). 76
U.S. DOT Secretary Ray LaHood defines livability as, “Livability means being able to 77
take your kids to school, go to work, see a doctor, drop by the grocery or post office, go out to 78
dinner and a movie, and play with your kids at the park-all without having to get in your car” 79
(2). Ray La hood focused livability in the context of quality of life and the urban community 80
where there is availability of different facilities such as schools, job opportunities, and shopping 81
within the vicinity of housing. But this definition might not work for rural and tribal 82
communities where there are challenges related to transportation infrastructure, mobility and 83
accessibility. 84
Livability in transportation is about using the quality, location, and type of transportation 85
facilities and services available to help achieve broader community goals. These goals include 86
access to employment options, community services, affordable housing, quality schools, and safe 87
streets. 88
Federal highway Administrator Victor Mendez defined livability as, “Livability is about 89
tying the quality and location of transportation facilities to broader opportunities such as access 90
to good jobs, affordable housing, quality schools and safe streets. This includes addressing 91
safety and capacity issues on all roads through better planning and design…” (3). 92
Other agencies had their own definitions and concepts about livability. Some agencies tried 93
to incorporate housing as a tool for defining livability, some tried with transportation, and some 94
with environmental aspect. They have common ground and the focus was to make the 95
community livable and sustainable from an environmental, social and economic point of view. 96
The U.S. Department of Housing and Urban Development (HUD), U.S. Department of 97
Transportation (DOT), and the U.S. Environmental Protection Agency (EPA) joined to form the 98
Interagency Partnership for Sustainable Communities in June 2009. Their goal was to improve 99
access to affordable housing, increase transportation options, and lower transportation costs 100
while protecting the environment. They developed the following six livability principles as the 101
foundation of their partnership (4): 102
Provide more transportation choices 103
Promote equitable, affordable housing 104
Enhance economic competitiveness 105
Support existing communities 106
Coordinate and leverage Federal policies and investment 107
Value communities and neighborhoods 108
After the creation of the Partnership’s six livability principles, more organizations and local 109
governments defined livability closely related to these principles (5). Many resources contain 110
elements of the Partnership’s livability principles and also use similar language to explain the 111
purpose of livability. 112
Transportation decisions can have major impacts on community livability (6). Improving 113
community livability can help achieve transportation planning objectives such as reduced 114
automobile travel, increased use of other modes, and more compact land use development. 115
Livability is largely affected by conditions in the public realm, places where people naturally 116
interact with each other and their community, including streets, parks, transportation terminals 117
and other public facilities. Thus, it is affected by public policy and planning decisions. All of 118
these variables are affected by the need of each individual community. Although most urban 119
communities have similar needs, rural communities are far different and so there are different 120
applications of livability. 121
Urban Areas 122 Most literature and programs are designed for urban areas. In order to achieve the livability goals 123
different livability programs such as smart growth, context sensitive solution, complete streets, 124
new urbanism, and transit oriented development emerged as tools to implement livability and 125
develop sustainable communities. These concentrate on re-development of high density areas 126
focusing on multi model transportation. 127
Rural Areas 128 Rural areas do not necessarily fit into the programs developed for urban areas. Rural 129
communities see livability in relation to transportation as a matter of using the quality, location, 130
and types of transportation facilities and services available to help achieve broader community 131
goals (1). Livability in rural areas focuses on the towns, villages, working lands and natural 132
resources that surround and connect them. In rural areas, livability may involve improving 133
regional mobility and safety on rural highways connecting workers to jobs, and economic 134
development. The safety aspect focuses on reducing vehicular crashes due to high-speed moving 135
traffic, uncontrolled access from side roads, truck traffic, slower moving vehicles sharing the 136
roadway, or adding roadway shoulders to accommodate pedestrians and bicyclists. 137
Tribal lands 138 Indian reservations are typically rural and share some of the same concerns as other rural 139
communities. But they possess challenges unique to other cultures. Tribal lands have issues such 140
as lack of transportation choices, lack of adequate transportation facilities, safe pedestrian and 141
bicycle facilities, preservation of natural resources and environment, and preservation of their 142
culture. Indian reservations are often spread apart with forest and rangeland between where 143
people live and where they work, shop, receive health care, or other services. Elements such as 144
people and culture, availability of public transit, road condition, and safety can affect livability 145
on Indian reservations. As sovereign nations they are challenged with cross jurisdictional issues 146
and the uniqueness of their individual cultures affect how livability should be defined. 147
OBJECTIVES 148 The objectives of this study are to identify the livability needs of rural and tribal communities 149
and propose a methodology for tribes to develop their own livability programs which can be 150
utilized in implementing livability principles and programs with sustainable strategies. 151
METHODOLOGY 152 To better identify the livability needs a three step methodology was developed which will help 153
tribal communities to understand about livability and their community. The methodology shown 154
in Figure 1 consists of the three steps: 155
Step I: Data collection 156
Step II: Data analysis 157
Step III: Develop livability program 158
159
Figure 1: Three Step Process to Develop Tribal Livability Program 160
161
162
Step I: Data Collection 163 The first step in the proposed methodology is to determine the types of data needed to be 164
collected in order to define livability. Needs determination surveys, census data, and livability 165
surveys can be used in order to collect information on livability related issues. 166
The Wind River Indian Needs Determination Survey of 2010, known as the WINDS III, 167
is the latest official census on the Wind River Indian Reservation (WRIR) (7). WINDS III 168
gathered current data on population demographics of the WRIR including housing and household 169
services, employment, unemployment, job training, income and poverty, availability of health 170
care and reported health problems, social services, attitudes and opinions about crime and social 171
problems, education availability attainment and future likelihood, transportation, and substance 172
use and abuse. The survey questionnaire utilized on the WRIR contained questions that are 173
helpful for this research study on livability. WINDS III contains questions related to 174
transportation, roadway and safety, social and economic, and other miscellaneous issues which 175
could be included in the livability study. Survey questions that are already included on the 176
WINDS III helped to guide in the development of a questionnaire that is more condensed and 177
less time consuming. 178
A survey questionnaire is another way of gathering information about livability. The 179
priorities of the community will help in defining the livability of that community. The purpose of 180
this survey is to come up with priorities for tribal members that will provide support in defining 181
livability on their reservation in the context of transportation, quality of life, and economic 182
development. The priorities obtained, if incorporated on the current projects, might help develop 183
broader applications. The survey developed in this research is modeled after the survey used in 184
the livability report of Montana (8). Most of Montana is rural and the livability concept obtained 185
in that report is applicable in this context. Two separate livability surveys were developed for the 186
WRIR, one for stakeholder partners and one for the residents. 187
Step II: Data Analysis 188 The next step after the collection of data is to come up with the most important aspect of 189
livability based on that data. The primary outcome is to define what is important to the Indian 190
reservation from a planning as well as an administrative point of view and prioritize sustainable 191
programs that are focused on community development. The review of different issues of 192
livability that are developed from the analysis of the responses obtained from surveys is 193
important. The engagement of the tribal community on those reviews will help to constrain the 194
study on the reservation issues. Based on the responses, feedback, and review of existing 195
programs, areas of improvement can be determined. Programs that are functioning can be 196
incorporated into the livability program. The next task is to develop the programs that are 197
essential to the community based on the responses obtained. 198
Step III: Develop Livability Program 199 The participation of the community is key for the success of any program or project. While 200
developing a livability program it is essential to incorporate the feedback and suggestions of the 201
community so that it will reflect the real scenario of the community. After analyzing the possible 202
programs that concentrate on the livability issues, the focus is to make it efficient and develop a 203
strategy to carry it out. The sustainability of such programs or projects is a must so strategies 204
should be developed to continue the existing programs and viability of new programs. In order to 205
sustain any program or project, funding is a very important aspect. Therefore reliable funding 206
sources need to be identified. Depending upon the availability of funding, the tribes need to 207
prioritize the programs and projects to have a long term plan to carry them out. 208
CASE STUDY: WIND RIVER INDIAN RESERVATION 209 The proposed three step methodology has been implemented on the WRIR. WRIR is an Indian 210
reservation shared by the Eastern Shoshone and Northern Arapaho tribes of Native Americans in 211
the central western portion of Wyoming. It is the seventh-largest Indian reservation by area in the 212
United States, encompassing a land area of 3,473.272 sq mi (8,995.733 km²), or land and water 213
area of 3,532.010 sq mi (9,147.864 km²), encompassing just over one-third of Fremont County 214
and over one-fifth of Hot Springs County. 215
Data Collection 216 Two separate livability surveys were introduced to the stakeholder partners and the residents of 217
WRIR. Information from the WINDS III survey was also collected. 218
A stakeholder meeting was conducted on WRIR organized by the Shoshone Arapahoe 219
Department of Transportation (SADOT). In coordination with the Wyoming Technology 220
Transfer Center (WYT2/LTAP) the process of developing a livability program for the WRIR was 221
initiated. The stakeholders who attended the meeting included SADOT, Fremont County EMS, 222
the Wyoming Department of Transportation (WYDOT), WYT2/LTAP, Northern Arapaho Tribal 223
Health Service (NATH), Community Health Centers of Central Wyoming, and the tribal 224
transportation engineering consultant. Feedback was received from the stakeholder partner 225
agencies which are working with the reservation with their strategies on transportation 226
infrastructures, safety, environment and quality of life is beneficial in developing a standard 227
program. 228
Several agencies are working for the residents of the Indian reservations in the field of 229
education, healthcare, transportation and social development and are helping to make their 230
communities more livable places. WYT2/LTAP prepared a stakeholder survey questionnaire to 231
obtain feedback and responses which contained categories such as livability, transportation, 232
roadway and safety, social and economic, and environmental. 233
Next a residents survey was developed and distributed among the community during a 234
Safety Fair organized by TRiP (Tribal Re-entry Program) and supported by the Eastern 235
Shoshone and Northern Arapaho Tribe. It contained various questions that are related to society, 236
roadway condition, transportation which could be more helpful on analyzing the livability status 237
of the Wind River residents. Forty four (44) responses were collected during 4 hours of the 238
safety fair. 239
The census data from the WINDS III which relates to the overall condition of the WRIR 240
helped to obtain a wide range of information such as employment and household statistics, 241
healthcare issues, availability of transportation facilities and conditions, availability of public 242
transportation, condition of sidewalks and pedestrian walks, roadways and its safety. 243
Data Analysis 244 The Next step after data collection is analysis of information obtained from the surveys. The 245
analysis was broken into these categories: livability, transportation, and roadway and safety. 246
Under the category livability, on a response to rank the community as a good place to 247
live, 56.8 percent of residents think that WRIR is average and 42.86 percent of stakeholders 248
ranked their community an average place to live. See Figure 2. 249
250
251 Figure 2: How Respondents Rank the Community as a Good Place to Live 252
To the question, important elements to make the community a good place to live, 253
stakeholder respondents provided housing facilities, public safety, transportation infrastructure, 254
and industry and business development as most important issues. In the residents survey about 255
60 percent of respondents agreed that provisions for a recreational/youth center is the most 256
significant element that will help make the WRIR a better place to live. Other important elements 257
are public safety, well planned community, and jobs. The common element in both surveys is 258
public safety. See Figure 3. 259
260
261 Figure 3: What Respondents Consider as the Most Important Element 262
The stakeholder respondents identified lack of job opportunities as a big challenge. Other 263
challenges are effective management of federal and other funding, lack of emergency services, 264
lack of proper planning, lack of law enforcement, and lack of transportation options. All 265
respondents agreed on the fact that recreational opportunities are helpful in making a community 266
good place to live. 267
Under the category of transportation, different questions related to transportation 268
facilities were asked. On a response about elements important from a transportation perspective 269
to make a community a good place to live, all respondents agreed that well maintained roads are 270
most important whereas bicycle lane/paths as second most important. See Figure 4. 271
272
273 Figure 4: Important Elements from a Transportation Perspective 274
When asked about the most challenging aspect on WRIR, lack of job opportunities is 275
ranked highest according to the stakeholder survey which is 71.43 percent. This can be 276
strengthened from the resident survey also where 38.6 percent of survey respondents stated that 277
job training is an important element in making a community good place to live. 278
Getting to and from work is the main purpose of using public transportation at 71.43 279
percent for stakeholders and 40.9 percent of residents. About 50 percent of residents think that 280
the safety of roads on WRIR is average where as 71.43 percent of stakeholder considered safety 281
of roads as average. According to the survey responses, 40.9 percent of residents responded that 282
the safety to walking and bicycling is below average followed by 38.6 percent of respondents as 283
poor and 22.7 percent as average. Similarly, 57.14 percent of stakeholders think that the safety 284
for walking and bicycle is below average and 14.29 percent as poor. 285
In a response about types of safety provisions that will help in making the roads and 286
highways on WRIR safer, stakeholder respondents prioritized educational/awareness campaigns 287
(100 percent) as most essential followed by bike lane/paths (71.43 percent) and wide & well 288
maintained roads (57.14 percent). In a response about rating safety of roads on WRIR, more than 289
70% stakeholders said average. Similarly, 50 percent of residents felt that roadway safety was 290
average. 291
292
293 Figure 5: Job Opportunities 294
295
The current job condition was another question on the survey. The response showed that 296
about 50 percent of the residents surveyed were employed and the rest were unemployed and 297
looking for a job. The reasons given for unemployment include household work (homemaker, 298
child and elderly care giver), transportation, job training, and other. See Figure 6. Out of total 299
residents surveyed about 75 percent were female respondents of age group 30-65 (72.7 percent). 300
Females are typically engaged in child care, care taker to elderly and disabled and other 301
household activities. Out of 25 percent male respondents, only two-thirds were employed. 302
303
304 Figure 6: Reasons for Unemployment 305
When asked if they are aware of what facilities are available to WRIR, 52.3 percent of 306
respondents are aware of health facilities/nursing home services that are available for elderly and 307
disabled. Thirty-one point eight (31.8) percent were aware of public transportation, 25 percent of 308
respondents hadn’t noticed any of such services provided to elderly or disabled. See Figure 7. 309
310
311 Figure 7: Aware of Services Available for Elderly and Disabled 312
Along with distributing the survey questionnaire, an informal discussion with agencies 313
and organizations was held at the stakeholder meeting. The purpose of this discussion was to get 314
feedback on what are important aspects in defining livability on WRIR. Most of the agencies 315
have highlighted different livability elements from a community perspective. The issues such as 316
healthcare, access to jobs, job training, recreational activities, animal control, transportation 317
facilities, road safety, public transit, and emergency services are most awaited concerns made by 318
stakeholder during discussion. Table 1 summarizes the elements that were discussed at the 319
meeting. 320
Table 1: Important Elements from Stakeholder Feedback 321
Stakeholder Important elements
Fremont County- EMS Health care, EMS services, Rolling
clinics
Tribal Liaison Computer and Technology, Access to
job, Safe access, Health facilities,
Funding
Community health Centre of Central
Wyoming
Education, Job trainings, Housing,
Computer and technology, Health
services, coordination and
collaboration among agencies
Northern Arapaho tribal Health
program
Poor road, access, recreational and
tourism, animal control, transportation
facilities, public transportation, Law
enforcement
WYDOT Public transit, driving behavior, access
to public transportation, animal control,
pedestrian programs, environmental
issues
SADOT Social issues, health issues, ridership in
public transit, behavioral issues in
driving, animal control, emergency
services during flood, fire etc.
322
From the analysis there are some commonalities across the different data sources. Keeping a 323
well-maintained roadway system and public safety are of high priority found in the results of 324
both the survey analysis. Bicycle lane/path, safety while walking and bicycling is important. 325
Table 2 provides a summary of the major themes identified through the analysis of the surveys. 326
Table 2: Summary of Findings on Surveys 327
Concept on Livability Residents Stakeholder
Rank Your Community Average Average
Elements important to make
your community a good
place to live
Recreational /Youth
center
Housing facilities
Elements important from
transportation perspective
Well Maintained Roads Well Maintained Roads
Purpose of using public
transportation
Getting to and from work Getting to and from
work
Rate safety of Roads Average Average
Safety for walk and bicycle
to school
Below average Below average
328
The WINDS III survey was analyzed to compare the elements that are related with livability 329
issues on the WRIR. The issues which are predominant are employment condition, accessibility, 330
job trainings, transportation issues, public transportation, and road condition and safety. Table 3 331
shows the summary of livability elements. 332
Table 3: Livability Elements from WINDS III Survey 333
Survey Category Livability Elements
Housing and Household
services Most individuals are homeowners,
Availability of tribal housing offered by BIA
and tribe itself
Employment Unemployment is a problem,
Unable to find work, retired due to age, in
poor health /with disability, homemaker,
caregiver to elderly or children, working
seasonally and student are some reasons
behind not getting job,
Few have received job trainings,
Very few know about Wind river job corps
center
Health Issues Most of people relied on Indian health service
Transportation Issues Access is a problem
Students are unable to involve in after school
activities, resident people have problem on
getting medical care due to "access" as a
problem, transportation is reported as
important element needed access to find job,
More than 90 percent residents have either 1
or 2 dependable vehicle,
Very few people depend on shuttle bus
getting to and from work, shopping, school,
recreational activities,
Need of public transportation is a most
Road Condition and safety Condition of road is generally good,
Snow removal, speeding ,drinking and
driving, animal control are safety related
issues,
Aware about seatbelt use
334
Developing a Livability Program 335 The final step in the methodology is to develop the livability program based on the analysis. The 336
key issues from the surveys helped to formulate a definition for the WRIR. The key issues on 337
the WRIR include transportation, health care, recreation and public safety. From this, livability 338
can be defined for WRIR as: 339
The community having well maintained roads with pedestrian/bicycle facilities which 340
provide good access to jobs, health care, recreational activities, and hunting and fishing. 341
Public safety being integral to all these characteristics of a viable, livable tribal 342
community. Youth are a priority in advancement of community development providing 343
programs and facilities to enrich their lives. 344
WRIR has a strategic highway safety plan that also addresses many of the same issues. 345
Adopted in that plan are a roadway safety improvement program and a long range pedestrian 346
access plan. These existing programs are powerful tools in the implementation of a livability 347
program on the WRIR. 348
Another key issue for residents on the WRIR is job availability. The job availability is 349
very low on the reservation so residents must rely on outside employment off the reservation. In 350
addition, job training is important. These concerns along with access to health care facilities 351
warrant the need for public transportation facilities which will help residents have the 352
opportunities to pursue better quality of life choices. 353
The analysis showed the importance of public transportation on the WRIR. A public 354
transit service exists which runs from Lander to Ethete. The ridership is very low and sometimes 355
it runs vacant. Programs to increase the ridership could be helpful. Also, it is not convenient and 356
does not cover the entire reservation. Most people would have to walk four to five miles to get 357
to a stop. In addition, if this service were to be expanded, the issue of how to sustain it would 358
require further study. 359
The existing programs that pertain to livability on the WRIR are public transportation, 360
job training, safety improvements, and pedestrian safe facilities. The ones that need improvement 361
to further benefit the community are public transportation, public safety, bicycle lane/paths, more 362
employment opportunities. The needed programs depend upon the needs of the community so 363
this is where the tribal government has to address the most important and prevailing program 364
based on interest and necessity. 365
The next step in the implementation of a livability program for WRIR is to present these 366
findings to the Tribal leadership and receive their feedback. They can identify other activities or 367
programs that are ongoing on the reservation that might already be addressing some of these 368
concerns. The engagement of the community and their review on the proposed livability 369
programs or projects is the next step after knowing the available programs that need to be 370
sustained. The sustainability of such programs or projects is a must so strategies should be 371
developed to continue the existing programs and viability of new programs in the present 372
condition. 373
CONCLUSIONS 374
Though the concept of livability is different depending on the type of community, they all have a 375
consistent theme of improved quality of life, transportation options, and environmental 376
protection. Livability is composed of different elements that will vary from one community to 377
the next. 378
This research developed a methodology to assist tribes in developing a livability program 379
for their reservations. It consists of data collection, analysis and development of the program 380
based on the analysis. The methodology has been implemented on the WRIR and a definition 381
has been formulated. 382
Analysis of responses from the WINDS III survey, stakeholder surveys and resident 383
surveys found many commonalities regarding livability. Many factors such as youth/recreational 384
centers and public safety are important elements on WRIR. Apart from this, from a 385
transportation perspective, well maintained roads and bicycle lane/paths are significant. 386
Availability of job facilities is also important in making the community a better place to live but 387
many people are unemployed due to lack of proper job training, access and education. The safety 388
of the highways and roads is also an important aspect as fatalities are high on reservations. 389
Tribal communities consider safety improvement and public awareness essential to address this 390
issue. The public transportation is also critical. Very few people have access to public 391
transportation for getting to and from work and for medical services. In the case of elderly and 392
disabled people, public transportation and health facilities are provided but are not adequately 393
sufficient. 394
The proposed definition of livability focuses on a community having well maintained 395
roads with safe pedestrian/bicycle facilities which benefits the people by providing quick access 396
to services such as jobs, health care, and recreational activities and preserving the culture and 397
sovereignty. 398
In order to make tribal lands more livable the elements which are important to them 399
should be incorporated during the planning and design phase of any program related to livability. 400
For those programs which are already in place, they should be reviewed and proper attention 401
given so that the outcome will achieve the livability goals of the community. 402
RECOMMENDATIONS 403
The WRIR should adopt a livability program that includes the existing programs and projects 404
currently in place on the reservation. The implementation of livability projects and programs 405
must include elements such as access and mobility, youth awareness and motivation, and job 406
opportunities and training. Coordination and collaboration is important to the success of a 407
practical livability program. Engaging the community to let them know the different issues that 408
are prevailing on WRIR is another step on implementation. The feedback and review help 409
incorporate the present issues from a community perspective. 410
The next step beyond this is to implement this methodology on other Indian reservations 411
across the U.S. which can be utilized in applying livability principles and programs with 412
sustainable strategies. 413
ACKNOWLEDGEMENT 414
The WYT2 /LTAP center provided extensive resource to this research, assist in data compilation, 415
and assisted with many tasks involved in developing livability programs on Indian Reservation. 416
WYDOT Planning division offered support through attendance to stakeholder meetings and 417
providing valuable feedback. Special acknowledgement goes to John Smith and Howard Brown 418
from Shoshone Arapahoe Department of Transportation (SADOT). 419
420
421
REFERENCES 422
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Sustainable Development and Economic Growth (June 16, 20. LaHood, R. 2009. 427
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FHWA 2010).[Web Document] August 2010. Available on the Internet at: 429
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