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: spokhar1@uwyo.edu 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: dshinsti@uwyo.edu 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: khaled@uwyo.edu 33

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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

1. Livability in Transportation Guidebook,Planning Approaches that Promote Livability,FHWA-423

HEP-10_028,2010. s.l. : Federal Highway Administration and Federal Transit Administration. 424

2. Secretary of Transportation, Statement before the Committee on Banking,Housing, and Urban 425

Affairs, U.S. Senate Hearing on Greener Communities, Greater Opportunities: New Ideas for 426

Sustainable Development and Economic Growth (June 16, 20. LaHood, R. 2009. 427

3. Federal Highway Administrator, U.S. Department of Transportation, FHWA. (USDOT 428

FHWA 2010).[Web Document] August 2010. Available on the Internet at: 429

http://www.fhwa.dot.gov/livability/. Mendez, V. 2010. 430

4. US HUD, USDOT, US EPA. (2009). Partnership: Sustainable Communities Position 431

Statement [Web Document] June 16, 2009. Available on the internet at: 432

http://www.epa.gov/smartgrowth/pdf/dot-hud-epa-partnership-agreement.pdf. . 433

5. E. Young and V. Hermanson, "Livability literature review:A synthesis of current practice," 434

2013. 435

6. Community Livability: Helping to Create Attractive, Safe, Cohesive Communities. s.l. : 436

Victoria Transport Policy Institute. 437

7. WYSAC. (2011). The WINDS III: The Wind River Indian Reservation and Its People 2010 by 438

Butler, S., Holder, W.T. & Hopkins, T. (WYSAC Technical Report No. SRC-1106).Laramie, 439

WY: Wyoming Survey & Analysis Center, University of Wyoming.". 440

8. McGowen, P., Albert, S., Chaudhari, J., Gleason, R., Ewan, L., Scott, A., & Johnson, J. 441

(2012). Livability for Montana Transportation (No. FHWA/MT-12-001/8210). 442

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