KICKAPOO TRIBE OF OKLAHOMA

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PRIORITY CLIMATE ACTION PLAN

Prepared for:

Kickapoo Tribe of Oklahoma

McLoud, Oklahoma

Kickapoo Tribe of Oklahoma

Project No. 024-04726

Priority Climate Action Plan

January 2025

Table of Contents

Executive Summary ................................................................................................................... 1

1. Introduction .......................................................................................................................... 2

1.1

CPRG and PCAP Overview ......................................................................................... 2

1.2

Kickapoo Tribe of Oklahoma (KTO) ............................................................................. 2

1.3

Benefits to Low-Income and Disadvantaged Communities .......................................... 4

2. GHG Emissions Inventory .................................................................................................... 5

2.1

Overview ..................................................................................................................... 5

2.2

Data Sources and Methodology ................................................................................... 5

2.3

Results ........................................................................................................................ 9

3. GHG Reduction Priority Measures ......................................................................................12

3.1

Measure #1a: Transportation Sector...........................................................................12

3.2

Measure #1b: Transportation Sector...........................................................................16

3.3

Measure #2: Electric Power Sector .............................................................................20

References ...............................................................................................................................25

Appendices

Appendix A – GHG Emissions Inventory

Appendix B – Stakeholder and Public Engagement Summary

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Executive Summary

The U.S. Environmental Protection Agency (EPA) provided grant funding to the Kickapoo Tribe of

Oklahoma (KTO) to develop a Priority Climate Action Plan (PCAP) and a Comprehensive Climate Action

Plan (CCAP). The PCAP is to include proposed priority carbon reduction measures for submittal to the

EPA. The KTO hired Olsson to provide support in the development of the PCAP. As part of the PCAP

development, Olsson and KTO: reviewed regional documents and plans related to decarbonization;

conducted a greenhouse gas (GHG) inventory; developed a community engagement plan; conducted

stakeholder and public engagement; and evaluated measures for inclusion in the PCAP. Based upon

these activities, the KTO has developed the following measures for inclusion in the PCAP. Each measure

includes a rationale, GHG reduction, benefits analysis, authority to implement, workforce planning

analysis, and funding analysis. Supporting information is included for the GHG regional inventory, and

stakeholder and public engagement. The order in which these measures are listed is based on the largest

GHG contributors by sector:

1. Transportation Sector – (1) Upgrade government vehicle fleets, including public transit fleets, by

replacing internal combustion engines with low/no emission vehicles and expand electric vehicle

charging infrastructure to support battery electric vehicles; and (2) Incentivize eligible agencies

and individual automobile owners to purchase low/no emission vehicles and associated electric

vehicle charging infrastructure.

2. Transportation Sector – (1) Expand infrastructure such as bicycle facilities, transit stops,

sidewalks, and other active transportation supporting infrastructure; and (2) Update and adopt

building and zoning codes and policies/long-range plans to encourage walkable, bikeable, and

transit-oriented development.

3. Electric Power Sector – (1) Install renewable energy and energy storage systems on tribal

government-owned facilities; and (2) Develop distributed and community-scale renewable

energy generation, microgrids, and vehicle-to-grid infrastructure in disadvantaged communities,

including remote and rural regions.

The development of this plan positions the KTO to pursue additional funding opportunities, such as those

offered by the EPA and other federal funding sources. With the PCAP in place, the KTO can more

effectively apply for grants and financial support for clean energy and climate resilience projects, helping

to secure the resources needed to implement these priority initiatives and further the Tribe's sustainability

goals.

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January 2025

1. Introduction

1.1

CPRG and PCAP Overview

The U.S. Environmental Protection Agency (EPA) provided grant funding to the Kickapoo Tribe of

Oklahoma (KTO) to develop a Priority Climate Action Plan (PCAP) and a Comprehensive Climate Action

Plan (CCAP). The PCAP is to include proposed priority carbon reduction measures for submittal to the

EPA. The KTO hired Olsson to provide support in the development of the PCAP. Olsson’s support

included: project management; a review of regional documents and plans related to decarbonization;

conducting a greenhouse gas (GHG) approximation; developing a community engagement plan;

conducting stakeholder and public engagement; and evaluating measures for inclusion in the PCAP.

Based upon these activities, the KTO has developed the following measures for inclusion in the PCAP.

Supporting information is included for the GHG regional approximation, and stakeholder and public

engagement. The order in which these measures are listed is based on the largest GHG contributors and

KTO interest in implementing these measures.

1.2 Kickapoo Tribe of Oklahoma (KTO)

The KTO is a federally recognized Native American tribe with a rich cultural heritage and a commitment

to preserving their sovereignty and way of life. As shown in Figure 1, the KTO is located in central

Oklahoma, with its jurisdictional area encompassing portions of Lincoln, Pottawatomie, and Oklahoma

counties. As a sovereign nation, the KTO governs itself through a tribal council and elected officials who

oversee decisions regarding tribal affairs and programs.

The KTO is committed to enhancing the well-being of its members through a range of economic, cultural,

and community-focused initiatives. The tribe operates several primary entities, including, but not limited

to, the Kickapoo Housing Authority, Kickapoo Travel Plaza, Kickapoo Casino, and the Kickapoo Tribal

Health Center. These entities provide essential services and contribute to the economic stability of the

community. The Health Center offers comprehensive medical care, while the Casino and Travel Plaza

generate revenue that supports tribal programs and activities. Additionally, the Housing Authority plays

a crucial role in addressing the housing needs of tribal members.

The KTO also maintains an extensive fleet of about 87 vehicles to support its diverse operations, which

includes 21 trucks, 16 cars and SUVs, 18 equipment vehicles, and 32 medium-duty and heavy-duty

vehicles. These vehicles are primarily used for maintenance, transportation, public works, and other

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essential tribal operations, ensuring the efficient delivery of services and resources. Together, these

assets and initiatives underscore the KTO’s dedication to fostering economic growth, cultural

preservation, and community development.

Like many Indigenous communities, the KTO is deeply connected to the land and natural resources within

their jurisdiction. This connection underscores their vulnerability to climate change impacts, including

extreme weather events, alterations in ecosystems, and shifts in resource availability. To address these

challenges, the KTO actively participates in environmental initiatives, focusing on sustainability and the

protection of their cultural and natural heritage.

Figure 1. Kickapoo Tribe of Oklahoma (KTO) Territory boundaries within Oklahoma.

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The KTO's environmental efforts highlight their commitment to the well-being of their people and the

stewardship of their lands. These initiatives align with their broader goals of fostering economic growth,

preserving cultural traditions, and promoting a sustainable future for their community.

1.3 Benefits to Low-Income and Disadvantaged

Communities

Historically, the KTO signed several treaties with the United States government, often ceding large

portions of their traditional lands in exchange for various promises and guarantees. However, like many

other tribes, they have faced significant challenges related to land loss, forced relocation, and attempts

at assimilation.

Lands of Federally Recognized Tribes are often considered low-income and disadvantaged communities

(LIDACs) due to a variety of historical and contemporary factors. These factors include:

1. Historical Displacement and Dispossession: Indigenous peoples in the United States have

faced centuries of displacement, forced removal, and loss of their traditional lands due to

colonization and settler expansion.

2. Economic Marginalization: Many tribal communities have historically faced economic

marginalization, with limited access to resources and opportunities for economic development.

This has resulted in higher rates of poverty, unemployment, and limited infrastructure in many

tribal areas.

3. Limited Access to Services: Tribal communities often have limited access to essential services

such as healthcare, education, and infrastructure compared to non-tribal communities. This lack

of access can further perpetuate economic and social disparities.

4. Legal and Regulatory Challenges: Tribes face unique legal and regulatory challenges related

to land ownership, sovereignty, and jurisdiction. These challenges can create barriers to

economic development and investment in tribal lands.

5. Environmental Justice Concerns: Many tribal communities are disproportionately impacted by

environmental issues such as pollution, resource extraction, and climate change. These

environmental injustices can further exacerbate existing economic and social challenges.

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6. Cultural and Social Challenges: Tribal communities also face cultural and social challenges

related to preserving their languages, traditions, and identities in the face of ongoing pressures

from mainstream society.

Due to these factors, lands of Federally Recognized Tribes are often characterized as disadvantaged,

and efforts to address these disparities typically involve a combination of policy interventions, economic

development initiatives, and partnerships between tribal governments, the federal government, and other

stakeholders (GAO n.d.).

2. GHG Emissions Inventory

2.1 Overview

The KTO region includes portions of three (3) counties: Lincoln, Oklahoma, and Pottawatomie.

GHG emissions data are often collected and reported at various administrative levels, including national,

regional, state, county, and/or city levels and includes carbon dioxide (CO2), nitrous oxide (NO2), methane

(CH4), and other various fluorinated gases (EPA n.d.a). Carbon dioxide equivalent (CO2e) is a term for

describing various GHGs in a common unit. Some datasets provided emissions data directly in CO2e,

while others required conversion to account for their global warming potential (GWP) using the latest

guidelines from the Intergovernmental Panel on Climate Change (IPCC) Sixth Assessment Report

(2021). The 100-year GWP values from this report are the most recent values to date (EPA n.d.d) and

were used to calculate the KTO emission approximations across all economic sectors.

It is understood that there are inevitable uncertainties within the estimation process, but it is also

recognized that the KTO inventory approximations have been reinforced and compared with data from

multiple reliable data sources.

2.2 Data Sources and Methodology

Data sources used for the KTO GHG inventory include the EPA’s National Emissions Inventory (NEI),

the EPA’s Emissions and Generation Resource Integrated Database (eGRID) Data Explorer, the U.S.

Department of Energy’s (DOE) National Renewable Energy Laboratory (NREL) State and Local Planning

for Energy (SLOPE) Data Viewer, and the U.S. Geological Survey’s (USGS) National Land Cover

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Database (NLCD). Approximations were also based on the comparisons of Oklahoma’s statewide data

from the EPA’s GHG Inventory Data Explorer.

In total, six (6) sectors were chosen to represent overall GHG emissions inventory based on the EPA’s

recommendations (EPA n.d.b). GHG emissions data for each sector were obtained and calculated using

the following sources:

SECTOR

Transportation

SOURCES

2020 EPA NEI

•

Electric Power

County-level mobile on road and non-road GHG

emissions data

2020 DOE NREL SLOPE Data Viewer

•

County-level industrial, commercial, and residential

electric power use GHG emissions data

2022 EPA eGRID Data Explorer

•

Industrial

State-level electric power use conversion rate

o Pounds of CO2 per megawatt hour (MWh)

2020 DOE NREL SLOPE Data Viewer

•

County-level Industrial natural gas use GHG

emissions data

2020 EPA NEI

•

Commercial

Residential

Agriculture

2020 DOE NREL SLOPE Data Viewer

• County-level commercial natural gas use GHG

emissions data

2020 DOE NREL SLOPE Data Viewer

• County-level residential natural gas use GHG

emissions data

2021 USGS National Land Cover Database (NLCD)

•

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County-level industrial equipment GHG emissions

data

State- and county-level land cover data

o Cultivated crops

o Hay/pasture

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2020 EPA GHG Inventory Data Explorer

•

State-level GHG emissions data from livestock,

crop cultivation, and fuel combustion in the

agricultural sector

GHG emissions data from the years 1990 through 2022 were utilized in data collection, but the years

2017 and 2020 were prioritized. Initially, the project team had hoped to utilize 2022 data, but found that

2022 data was not readily available for all sectors desired for consideration in the overall KTO GHG

inventory. From there, when comparing data from 2017 and 2020 it became clear that 2020 data was

notably comparable to other years, even within the transportation sector, taking into consideration the

COVID pandemic and its effects. The data from 2020 stands out as the most recent, readily available,

and relevant among recent years, which is why it was chosen to represent the KTO GHG inventory

baseline year for comparison purposes, among others.

Population data from the U.S. Census Bureau’s (USCB; 2020b) Quick Facts is available every 10 years,

with 2010 and 2020 giving the most recent data sets. The year 2020 was chosen to represent the KTO’s

population estimates. This is considered an estimate because KTO is comprised of three (3) partial

counties. Percentages of these counties within the KTO were estimated based on both land area derived

from the USGS NLCD and USCB (2020a) Census Blocks population data within the KTO.

For further information on the process for the KTO’s GHG Inventory evaluation and approximation, please

see Appendix A, GHG Emissions Inventory.

2.2.1 State Level Data

2.2.1.1 EPA GHG Inventory Data Explorer

The EPA (2020a) produces the official GHG Inventory for the U.S., a detailed report that comprehensively

documents the nation's GHG emissions. This data, available for 1990 through 2022, can be broken down

into statewide reports, which was done for Oklahoma. Each year’s inventory is an essential tool for

understanding the sources and trends of GHG emissions in the United States. The dataset for each state

includes emissions from economic sectors, including electric power, transportation, industry, agriculture,

commercial, and residential. State-level data from this source was used from the year 2020 to compare

and approximate regional emissions. Refer below to Figure 2.

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Figure 2. 2020 GHG emissions in Oklahoma by economic sector.

2.2.1.2 EPA eGRID Data Explorer

The EPA’s (2022) Emissions and Generation Resource Integrated Database (eGRID) Data Explorer

conversions for the state of Oklahoma were used to calculate CO2e GHG emissions for the electric power

sector’s electricity use. The output emission rate provided by the eGRID Data Explorer calculates this by

dividing the total annual adjusted emissions by annual net generation to obtain pounds of CO2 per

megawatt hour (MWh).

2.2.2 County Level Data

2.2.2.1 EPA NEI

The NEI, maintained by the EPA (2020b), is a comprehensive database that provides emissions data

down to the county-level. The NEI compiles information on air pollutant emissions from various sources,

including industrial facilities, power plants, transportation, and other activities contributing to air pollution.

The data is sourced from industry- submitted emissions inventories, fuel usage reports, and other

relevant information. By detailing the types and quantities of pollutants released into the air, the NEI

serves as a critical tool for air quality management and regulatory decision-making.

For this analysis, the 2020 NEI provided the most recent transportation GHG emissions data for the

transportation sector and industrial equipment GHG emissions data for the industrial sector. The next

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data release, covering the year 2023, is under development and scheduled for publication in March 2026.

Figure 3 compares overall GHG emissions per person versus the transportation GHG emissions per

person based on the data collected through the 2020 NEI and estimated for the KTO.

Figure 3. GHG emissions per capita in the KTO for all economic sectors and for the transportation sector

only.

2.2.2.2 DOE NREL SLOPE Data Viewer

The SLOPE Data Viewer is a tool developed by the NREL, which falls under the purview of the U.S. DOE

(2020). This platform was used to collect net electricity and natural gas energy consumption data

available by state and county levels. County-level data was gathered and approximated for all three (3)

counties within the KTO. This data is modeled by NREL based on projected, business-as-usual electricity

and natural gas consumption and expenditures for residential, commercial, and industrial sectors using

baseline 2016 estimates. The years 2017 and 2020 were available for the collection of this information.

Following other data extractions for this GHG inventory for the KTO, 2020 proved most applicable.

2.3 Results

SECTOR

Transportation

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GHG EMISSIONS (METRIC TONS)

731,937 (36%)

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Electric Power

648,045 (32%)

Industry

376,538 (19%)

Commercial

124,215 (5%)

Residential

107,659 (3%)

Agriculture

45,083 (2%)

The KTO GHG inventory emissions data was obtained from reliable sources, such as government

agencies or research institutions in cooperation with government agencies. Gathered data was converted

where necessary to create a baseline dataset of streamlined metrics for the year 2020. This dataset was

further adjusted to accurately depict the partial areas that the KTO encompasses within three (3) counties.

Approximately 2,033,477 metric tons of GHG emissions were estimated for the KTO. This approximate

amount was grouped by transportation, electric power, industry, agricultural, commercial, and residential

sectors. For a visual breakdown of GHG emissions percentages per economic sector, see Figure 4.

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Figure 4. Estimated GHG emissions in the KTO by economic sector.

The transportation sector accounts for approximately 36 percent or 731,937 metric tons of the region’s

GHG emissions. Emissions from transportation are mainly derived from burning fossil fuels for cars,

trucks, and trains (EPA n.d.b). Over 94 percent of the fuel used for transportation is petroleum-based,

including mainly gasoline and diesel (IPCC 2021). The transportation sector was slightly adjusted based

on GWP conversions and population data.

The electric power sector accounts for approximately 32 percent or 648,045 metric tons of the region’s

GHG emissions. This includes emissions from electricity production used by other end use sectors. In

2023, 60 percent of the country’s electricity came from burning fossil fuels, mostly natural gas and coal

(EIA 2024). Data for this sector includes emissions from industrial, commercial, and residential electricity

use. The electric power sector was slightly adjusted based on eGRID conversions and population data.

The industrial sector accounts for approximately 19 percent or 376,538 metric tons of the region’s GHG

emissions. Emissions from industry primarily come from burning fossil fuels for energy, as well as GHG

emissions from certain chemical reactions necessary to produce goods from raw materials (EPA n.d.b).

Data for this sector includes emissions from industrial natural gas use and industrial equipment found

within transportation datasets. The industrial sector was slightly adjusted based on GWP conversions

and population data.

The commercial sector accounts for about six (6) percent or 124,215 metric tons of the region’s GHG

emissions, while the residential sector accounts for about five (5) percent or 107,659 metric tons.

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Emissions from the commercial and residential sector include fossil fuels burned for heat, the use of

gases for refrigeration and cooling in buildings, and non-building specific emissions such as the handling

of waste (EPA n.d.b). Data for these sectors include emissions from commercial and residential natural

gas use. The commercial and residential sectors were also slightly adjusted based on population data.

The agricultural sector accounts for approximately two (2) percent or 45,083 metric tons of GHG

emissions. Emissions from the agricultural sector include those generated from livestock, agricultural

soils, crop production, and fossil fuel-fired farm equipment (EPA n.d.b). Data for this sector was calculated

based on land use data and state-level GHG emissions data within the agricultural sector.

3. GHG Reduction Priority Measures

3.1 Measure #1a: Transportation Sector

The proposed measures for inclusion in the KTO PCAP are as follows:

•

Upgrade government vehicle fleets, including public transit fleets, by replacing internal

combustion engines with low/no emission vehicles and expand electric vehicle charging

infrastructure to support battery electric vehicles.

•

Incentivize eligible agencies and individual automobile owners to purchase low/no emission

vehicles and associated electric vehicle charging infrastructure.

3.1.1 Rationale for Measure

Approximately 36 percent of GHG emissions in the KTO are derived from the transportation sector.

Expanding opportunities for alternate transportation mode choices and promoting the electrification of

tribal vehicles provides greater options for the KTO as a government and for individual citizens, many of

whom will choose a cleaner mode for travel. The KTO stakeholders have expressed an interest in

pursuing the federally supported funding to transition government fleet vehicles to hybrid electric vehicles

(HEVs), plug-in hybrid electric vehicles (PHEVs) and/or electric vehicles (EVs) and provide the necessary

infrastructure and maintenance training. There were concerns voiced about the feasibility of

implementation, long-term maintenance, and support, as well as vehicle limitations vs. tribal needs—

regarding the size and distance needed to traverse the territory and surrounding areas. Ultimately,

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stakeholders established consensus for transportation measures—as these measures are the most

directly controlled and implementable, at various scales, by the KTO.

Investments in equitable transportation infrastructure is a key pillar of both the Infrastructure Investment

and Jobs Act (IIJA) as well as the Inflation Reduction Act (IRA). Multiple grant programs through the

Department of Transportation (DOT), such as the Reconnecting Communities Pilot (RCP) Program (DOT

n.d.) and Rebuilding American Infrastructure with Sustainability and Equity (RAISE) Program (DOT

2024), provide funding to support equitable access to community facilities and anchor institutions and

safer roads and streets that can incentivize the use of alternative modes of transportation. Further, federal

grant and tax credit programs can aid in the transition of commercial vehicles, heavy-duty trucks, and

school bus fleets to low or no emission vehicles. These, coupled with the Federal Highway

Administration’s EV charging infrastructure programs, can aid in the adoption and transition to low or no

emission vehicles. There are also opportunities for the development of a ridesharing and e-bike rebate

program targeted at LIDAC communities.

3.1.2 Quantified GHG Reduction

There is substantial opportunity to reduce overall emissions given that approximately 36 percent of the

KTO’s regional GHG emissions come from the transportation sector. Even a 10 percent shift to noemission vehicles could result in a 3.6 percent reduction in the region’s GHG emissions. While the KTO

understands that EVs would not currently be considered no-emission vehicles because utilities are not

completely decarbonized, renewable generation is increasing significantly, and the trend is expected to

continue in Oklahoma. For example, EVs purchased in the next five or so more years will trend towards

becoming no-emission vehicles in the future (OSU 2024). The KTO currently has a fleet of about 87

vehicles, which includes 21 trucks, 16 cars and SUVs, 18 equipment vehicles, and 32 medium-duty and

heavy-duty vehicles. This creates a significant opportunity for the KTO to decarbonize its fleet, while also

setting an example for citizens of the community to purchase low or no-emission vehicles.

3.1.3 Benefits Analysis

Reducing GHG emissions offers additional benefits, including reductions in co-pollutant emissions like

ozone and particulate matter (PM2.5), which positively impact public health by improving air quality.

Leading by example by prioritizing the purchase of EVs not only demonstrates a strong commitment to

sustainability but also serves as a powerful catalyst for inspiring broader societal change. By opting for

HEVs, PHEVs and/or EVs, individuals display their dedication to reducing GHG emissions, improving air

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quality, and mitigating climate change. These actions not only contribute to environmental preservation

but also provide tangible success stories that resonate with the general public.

Prioritizing EV purchases stimulates market demand, encourages innovation in the automotive industry,

and fosters the development of advanced technologies and infrastructure to support electric mobility. The

growth of charging infrastructure at tribal facilities plays a vital role in promoting community charging

access, supporting sustainable transportation options, fostering economic development, preserving

cultural values, and demonstrating leadership in environmental stewardship. By investing in EV

infrastructure, tribal communities contribute to a more sustainable future for their members and

surrounding populations.

The successful implementation of Measure #1a, funded by programs like CPRG, will directly benefit the

community by creating a wide range of job opportunities in planning, engineering, and construction. Roles

such as certified electricians, project managers, and compliance specialists will be in high demand,

driving local employment. Collaboration between local and state agencies and educational institutions

can expand apprenticeship opportunities, equipping members of the tribal community with the skills

needed to fill these positions. These efforts not only support clean transportation infrastructure, but also

strengthen the community by fostering economic growth and providing stable career pathways for the

local workforce.

3.1.4 Review of Authority to Implement

The KTO has the authority to purchase/ lease alternatively fueled government fleet vehicles (such as

HEVs, PEVs, and EVs) and install supporting charging infrastructure on government-owned facilities.

These actions can provide subsequent community benefits by providing access to public vehicle charging

at many of the tribal government-owned facilities which are located throughout the tribal region. Access

to public charging at tribal facilities would be fully defined by tribal authorities and could be developed in

a way which supports both fleet operations and encourages community EV adoption by addressing public

gaps in charging access. The KTO has the authority to receive federal funds and distribute those funds

in accordance with the associated federal government grant program requirements.

3.1.5 Workforce Planning Analysis

A targeted clean energy workforce development strategy for the KTO, focused on upgrading government

and public transit fleets to low- or no-emission vehicles and expanding EV charging infrastructure, can

leverage partnerships with institutions like Gordon Cooper Technology Center (GCTC). These

collaborations can provide advanced training programs and access to cutting-edge resources (GCTC

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n.d.), aligning workforce development with educational frameworks to cultivate a skilled and self-reliant

workforce ready to support the transition to sustainable transportation.

Key elements of this strategy include collaborating with clean energy and automotive companies to offer

hands-on training and internships, providing participants with practical experience in EV technology and

ensuring their skills match current industry demands. Establishing apprenticeship programs is also

crucial, enabling individuals to gain on-the-job experience in vehicle electrification and charging

infrastructure installation while earning professional credentials.

Implementation of Measure #1a requires a skilled workforce that has expertise in planning, engineering,

design, and development. Workers skilled in project management will be essential for successful

deployment of transportation programs that may come out of CPRG funding opportunities. Additionally,

experts in program and policy fields will play a significant role in strategies regarding incentive programs

or other promotional efforts for the adoption of EVs. Field services will be required for construction and

installation of many of these systems, including electricians that may be required to have specific

certifications, such as the Electric Vehicle Infrastructure Training Program (EVITP), to meet federal

requirements for components like charging stations (Electrification Coalition 2023). Additionally,

compliance and regulation experts will ensure implemented components meet necessary standards.

Discretionary grant programs established through the IIJA and the IRA dedicate merit review criteria to

workforce development activities connected with the proposed scope of work. Local and state agencies

should consider formalizing relationships with local and regional institutions of higher education, as well

the secondary education system, to expand youth and registered apprenticeships in the construction

trades to meet the merit scoring criteria and advance regional workforce development goals.

To further strengthen the workforce pipeline, outreach and educational programs targeting high school

students can emphasize career paths in clean energy and electric transportation. Initiatives such as

summer camps, workshops, and guest lectures from industry experts can spark early interest and

prepare the next generation for roles in developing and maintaining low-emission transportation systems.

3.1.6 Identification of Funding Mechanisms

The Bipartisan Infrastructure Law (BIL) and IRA collectively represent a significant federal commitment

to advancing the development and adoption of alternative energy vehicles in the United States. The BIL

allocates substantial funds for the expansion of EV charging infrastructure, which is critical in addressing

range anxiety and promoting EV adoption. It also includes provisions for upgrading public transportation

systems to incorporate cleaner, more sustainable vehicle technologies. Complementarily, the IRA

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introduces various incentives aimed at both manufacturers and consumers. These include tax credits for

businesses involved in the production of clean vehicles and subsidies for consumers purchasing electric

or hybrid vehicles. The act also focuses on enhancing domestic manufacturing capabilities for key

components of alternative energy vehicles, such as batteries, thereby reducing dependency on foreign

supply chains and creating jobs within the U.S. Both laws, through their funding and incentives,

demonstrate a strong federal initiative towards reducing GHG emissions and fostering a transition to a

more sustainable and resilient transportation sector powered by clean energy.

3.2 Measure #1b: Transportation Sector

The proposed measure for inclusion in the KTO PCAP is as follows:

•

Expand infrastructure such as bicycle facilities, transit stops, sidewalks, and other active

transportation supporting infrastructure.

•

Update and adopt building and zoning codes and policies/long-range plans to encourage

walkable, bikeable, and transit-oriented development.

3.2.1 Rationale for Measure

The creation and/or expansion of infrastructure to support public transit, micro-mobility solutions (e.g.,

scooters, e-bikes), car sharing, bicycle-friendly paths, and pedestrian-focused routes offer diverse

alternatives to traditional modes while promoting cleaner, more sustainable travel options. Stakeholder

input highlighted that many individuals live 20 miles or more from tribal buildings where they work,

underscoring the importance of accessible and efficient transportation options for the community.

Measure #1b aims to decrease reliance on diesel-powered and gas-powered automobile trips, while

incentivizing the use of efficient, low-emission, and zero-emission transportation modes. Enhanced

infrastructure for public and non-motorized transit will reduce dependence on personal vehicles, fostering

healthier, more connected communities.

Measure #1b will focus on prioritizing infrastructure improvements such as safe access to transit buses

(preferably electric-powered or hybrid) in areas with demonstrated high demand, ensuring maximum

impact and alignment with the KTO's sustainability and mobility goals. Additionally, implementing welldesigned, people-centered active transportation infrastructure will encourage a shift toward alternative

modes of travel while enhancing safety for "vulnerable road users" (VRUs)—those who rely on nonmotorized or alternative transportation modes. Current industry design standards often prioritize

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automobiles, leaving VRUs at greater risk. Expanding active transportation infrastructure with thoughtful

planning and offering incentives for personal low- or zero-emission vehicles, such as e-bikes, will make

these sustainable travel options safer and more accessible for a broader segment of the tribal population.

3.2.2 Quantified GHG Reduction

There is substantial opportunity to reduce overall emissions given that approximately 36 percent of the

KTO’s regional GHG emissions are derived from the transportation sector. Measure #1b is one of two

key measures in the transportation sector designed to support the region’s net-zero emissions target by

2050. The creation and expansion of infrastructure supporting public transit, micro-mobility, car sharing,

bicycle-friendly paths, and pedestrian-focused routes directly contribute to GHG emissions reductions by

reducing vehicle miles traveled (VMT) from fossil fuel-powered automobiles. When individuals opt for

alternatives such as biking, walking, or using electric vehicles for short trips, it reduces the number of

VMT, which is the primary driver of transportation-related emissions. For example, replacing car trips with

cycling or walking eliminates tailpipe emissions, while the adoption of electric micro-mobility options

reduces reliance on gas-powered vehicles. As more people utilize these alternatives, the cumulative

reduction in VMT leads to a measurable decrease in GHG emissions, contributing to both local and

regional climate goals. Additionally, the promotion of public transit reduces the number of individual

vehicles on the road, further minimizing congestion and emissions, resulting in a cleaner and more

sustainable transportation system.

A compelling example of GHG emission reductions from an active transportation project in Oklahoma is

the MAPS 3 Trails Program in Oklahoma City (OKC). This program added over 80 miles of multi-use

trails throughout the city, encouraging walking, cycling, and other non-motorized transportation. By

providing safe and accessible active transportation options, the program has reduced VMT, which directly

impacts GHG emissions. OKC, with approximately 227,000 households according to the USCB's

American Community Survey (ACS), generates an estimated 2.3 million trips daily, based on typical trip

generation rates of 10 trips per household. Studies suggest that between 25 percent and 40 percent of

these trips are under two miles, which equates to roughly 575,000 to 920,000 short trips each day. If onequarter of these short trips were instead made by active transportation modes, such as walking or biking,

between 143,000 and 230,000 trips would be diverted from cars. Assuming an average trip length of one

mile, this would result in a reduction of between 52 and 84 million vehicle miles traveled per year. Given

that a typical car emits 0.81 pounds (0.0004 metric tons) of CO₂ per mile, this shift to active transportation

in OKC could reduce CO₂ emissions by between 19,051 and 30,844 metric tons annually (Plan OKC

2024; EPA 2024). This example highlights the significant impact that an active transportation program

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could have on reducing transportation-related emissions and promoting cleaner, more sustainable travel

options. While the population of OKC is much greater than that of the KTO, such outcomes demonstrate

the tangible emissions benefits that well-designed active transportation projects can deliver, reinforcing

their importance for the KTO’s efforts to transition toward sustainable mobility and reduce transportationrelated emissions.

3.2.3 Benefits Analysis

In addition to GHG reductions, other co-pollutant emission reductions would be realized for criteria and

hazardous air pollutants, including a resultant positive impact from reduced ozone and PM2.5 emissions,

and the associated health impacts of those emissions. New or expanded transportation infrastructure

projects that support public transit, micro-mobility solutions, car sharing, bicycles, and pedestrian modes

offer valuable opportunities to promote sustainable transportation options. Expanding infrastructure to

support public transit and non-motorized modes like walking and biking will increase access to

sustainable transportation, stimulate innovation, and foster the development of technologies and services

that make these options more accessible.

Active transit, such as walking and biking, if supported by safe infrastructure, can provide physical and

mental health benefits for individuals, further enhancing community well-being. The growth of bike lanes,

pedestrian-friendly streets, and transit hubs at tribal facilities will play a critical role in promoting

sustainable transportation while supporting economic development and enhancing quality of life. Leading

by example, such as prioritizing investment in infrastructure that facilitates these modes of travel,

demonstrates a commitment to reducing GHG emissions, improving air quality, and mitigating climate

change. These actions not only contribute to environmental preservation but also create tangible success

stories that resonate with the broader community, encouraging the adoption of cleaner transportation

alternatives.

The integration of workforce development strategies, supported by discretionary grants such as those

through the IIJA and IRA, presents a significant benefit to the community by creating new job

opportunities. Initiatives under Measure #1b will not only advance clean, active transportation

infrastructure but also stimulate regional employment growth in the construction trades. By formalizing

partnerships with local and regional educational institutions, these efforts can foster youth

apprenticeships and workforce training programs. This alignment with merit review criteria ensures a

skilled labor force, directly benefitting the community by expanding career pathways and supporting

economic development.

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3.2.4 Review of Authority to Implement

The KTO has the authority to develop and expand transportation infrastructure to support public transit,

micro-mobility solutions, car sharing, bicycles, and pedestrian modes. This includes the option to create

or enhance infrastructure that supports these alternative transportation modes and promote cleaner,

more sustainable travel options. The KTO has the authority to receive federal funds designated for

transportation infrastructure projects and distribute them according to the requirements of the respective

federal grant programs, ensuring that active transportation initiatives are prioritized and adequately

funded. Federal funds available under the Enhancement Program may be used for a maximum of 80

percent of the eligible project costs. Successful applicants must agree to provide a minimum of 20 percent

of the total project costs (ODOT n.d.). This funding can support the construction and maintenance of

necessary infrastructure to enhance transportation choices across the tribal region.

3.2.5 Workforce Planning Analysis

A comprehensive infrastructure expansion strategy for the KTO should focus on building partnerships

with institutions like GCTC to provide specialized training programs that support the development of

active transportation systems and transit-oriented communities (GCTC n.d.). These collaborations can

align workforce development with long-term urban planning goals, fostering a skilled workforce equipped

to implement and maintain sustainable infrastructure projects.

A crucial component of this strategy is the integration of hands-on training and internships in collaboration

with transportation and urban development companies. These partnerships would offer trainees realworld experience in designing, constructing, and managing bicycle facilities, transit stops, sidewalks, and

other active transportation infrastructure. Additionally, apprenticeship programs could provide on-the-job

training while participants earn credentials relevant to the fields of sustainable development and active

transportation.

To build a robust workforce pipeline, the KTO could implement outreach and educational initiatives

targeting high school students, emphasizing career opportunities in sustainable infrastructure and urban

planning. Programs such as summer workshops, design challenges, and guest lectures from industry

professionals can ignite early interest and prepare the next generation of professionals to advance

walkable, bikeable, and transit-oriented community development.

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3.2.6 Identification of Funding Mechanisms

The BIL and IRA demonstrate a strong federal commitment to advancing sustainable transportation,

particularly through active transportation initiatives. The BIL provides funding to expand public transit and

improve pedestrian, bicycle, and micro-mobility infrastructure, reducing reliance on fossil fuels, lowering

GHG emissions, and enhancing mobility options. It prioritizes safe, accessible pathways and transit

facilities to encourage walking, biking, and non-motorized travel.

The IRA complements these efforts with tax credits and subsidies for sustainable transportation projects,

such as integrating active transportation into community planning and transitioning public transit and

school buses to low- or zero-emission vehicles. It also supports domestic manufacturing for micromobility technologies, driving economic growth and job creation.

Together, the BIL and IRA offer a comprehensive approach to reducing emissions, improving air quality,

and fostering a sustainable, equitable transportation sector. Tribal nations like the KTO can leverage

these initiatives to build active transportation networks tailored to their needs. Programs such as the

DOT’s RCP Program (DOT n.d.a) and Rebuilding American Infrastructure with Sustainability and Equity

(RAISE) Program (DOT 2024) provide funding to enhance equitable access to facilities, anchor

institutions, and safer streets, while ridesharing initiatives and e-bike rebates for LIDAC communities

further promote inclusive, sustainable transportation solutions.

3.3 Measure #2: Electric Power Sector

The proposed measures for inclusion in the KTO PCAP are as follows:

•

Install renewable energy and energy storage systems on tribal government-owned facilities.

•

Develop distributed and community-scale renewable energy generation, microgrids, and

vehicle-to-grid infrastructure in disadvantaged communities, including remote and rural

regions.

3.3.1 Rationale for Measure

Approximately 32 percent of GHG emissions in the KTO are derived from the electric power sector.

During stakeholder engagement for the PCAP planning process, the KTO described ongoing, planned,

or potential activities that could gain a critical path forward with grant funding, such as CPRG. Utility

portfolios in the KTO consist primarily of fossil fuels and as such there is an opportunity for government

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January 2025

entities to drive decarbonization efforts in the energy sector. A detailed documentation of public and

stakeholder engagement activities and input is provided in Appendix B, Stakeholder and Public

Engagement Summary.

As part of these efforts, a solar feasibility study is currently underway to explore renewable energy options

and assess the potential for solar projects to support the transition to cleaner energy sources. Both the

IIJA and the IRA provide substantial funding for green energy project deployment (The White House

2023). Programs such as the Department of Energy’s Grid Innovation Program (DOE n.d.) provide grant

support for developing and advancing clean energy generation and storage projects on both public

facilities and homes in LIDAC communities. These programs present opportunities to integrate workforce

development efforts such as skills training and educational partnerships, which will benefit LIDAC

populations, support the long-term maintenance of infrastructure investments, encourage local

management of such resources, and enhance system resilience.

In addition, the IRA’s direct pay provisions provide tribal governments with the ability to benefit from some

clean energy tax credits. Tribal governments that elect to use the direct pay provisions essentially are

reimbursed part of the cost of building a clean energy project or purchasing new clean energy vehicles

for non-personal use. Grant programs, coupled with the IRA’s direct pay provisions, allow green and

renewable energy projects more feasibility without pursuing traditional debt financing mechanisms (EPA

n.d.c).

3.3.2 Quantified GHG Reduction

Given that approximately 32 percent of the regional inventory is from the electric power sector, there is

the potential for implementation of a regional energy innovation program to have a significant impact in

reducing GHG emissions. Distributed power generation could significantly reduce the region’s GHG

emissions. As an example, Google’s Project Sunroof tool estimates that McLoud’s solar rooftop potential

could reduce annual CO2 emissions by 57,900 metric tons per year (Google 2019). While it may not be

feasible or cost-effective to cover all rooftops with solar, such an analysis demonstrates the large potential

upside with the comprehensive implementation of a program such as the one envisioned by this measure.

If 33 percent of current energy use could be replaced by zero carbon energy sources, the impact would

be an overall reduction of regional GHG emissions of almost 11 percent. The GHG emissions reduction

is largely dependent upon the amount of funding that is available for implementation of the components

contained within this measure. While a 33 percent reduction in GHG emissions in the energy sector

cannot be realized solely with CPRG funding, implementation of specific projects to provide solar

generation at government facilities, develop some solar generation on the KTO lands, and develop

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distributed solar on commercial/residential properties will significantly reduce GHG emissions and can

be a catalyst for implementing other such projects both by the KTO and by other government entities and

individuals.

3.3.3 Benefits Analysis

In addition to GHG reductions, Measure #2 initiatives yield significant co-benefits by reducing emissions

of criteria pollutants such as ozone precursors and PM2.5. These pollutants are linked to serious public

health risks, including respiratory and cardiovascular illnesses. Transitioning to sustainable energy will

lead to improved air quality, with associated health benefits that further justify these investments. Cleaner

air reduces healthcare costs and enhances overall community well-being, creating a compelling case for

prioritizing Measure #2.

The installation of renewable energy and energy storage systems on tribal-owned facilities provides a

pathway to transition toward cleaner energy sources and increased energy independence. By utilizing

solar, wind, and other renewable technologies, these projects can reduce GHG emissions and enhance

energy resilience. The integration of energy storage systems ensures a stable supply of electricity by

mitigating fluctuations in renewable energy generation, thus supporting grid reliability. Furthermore, these

initiatives can lower operational costs for tribal facilities through reduced energy expenditures while

demonstrating leadership in sustainable energy practices.

Investing in distributed and community-scale renewable energy projects also promotes energy

independence and resilience, especially in disadvantaged communities in remote and rural areas. These

localized energy systems reduce reliance on centralized power grids and enhance energy security. The

development of microgrids and vehicle-to-grid infrastructure enhances energy access and reliability,

especially during emergencies. Prioritizing these investments in underserved areas can address

historical inequities, reduce energy poverty, and support economic development through job creation and

skill-building opportunities in renewable energy sectors.

Successful implementation of Measure #2 initiatives will provide significant community benefits by

creating a skilled and diverse workforce, offering new job opportunities in planning, engineering, design,

and project management. By partnering with local and regional educational institutions, these initiatives

can foster youth apprenticeships and training programs in clean energy trades. This approach will

address current workforce needs, create long-term employment opportunities, advance regional

employment goals, and contribute to the sustained success of clean energy and transportation

infrastructure projects, all while enhancing energy independence for KTO.

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3.3.4 Review of Authority to Implement

The KTO has the authority to implement renewable energy, energy storage systems, and electric utility

infrastructure within its government-owned facilities. Additionally, an energy innovation program could

provide incentives to various entities and individual property owners or users. The KTO also has the

authority to receive federal funds and distribute them in compliance with the requirements of associated

federal grant programs.

3.3.5 Workforce Planning Analysis

A targeted clean energy workforce development strategy for the KTO, built on partnerships with

institutions like GCTC, can provide access to advanced training programs and cutting-edge resources

(GCTC n.d.). By aligning workforce development with educational frameworks, these collaborations will

foster a skilled and self-reliant workforce ready to tackle the challenges of sustainable development and

innovation.

A key component of this strategy would be collaborating with clean energy companies to offer hands-on

training and internships. These opportunities provide students with real-world experience and ensure

their skills align with current industry demands. Additionally, developing apprenticeship programs is

another critical aspect, enabling participants to gain practical, on-the-job experience while earning

professional credentials.

To further strengthen the workforce pipeline further, the strategy should include outreach and educational

programs targeting high school students and emphasizing clean energy career paths. Initiatives such as

summer camps, workshops, and guest lectures from industry professionals can spark early interest and

inspire the next generation to pursue careers in clean energy.

The renewable energy industry requires a diverse range of skills and expertise to design, develop, and

operate these clean energy systems. Professionals in fields such as engineering, project management,

environmental science, and technical expertise are in high demand. Additionally, organizations

overseeing program implementation will have procurement and oversight responsibilities, while field

services will be essential for the construction, installation, operation, and maintenance of these systems.

Overall, implementation of this measure is anticipated to result in an increased demand for workers,

thereby enhancing workforce development and training efforts, which will positively impact the KTO’s

economy. There are 54 programs across the IIJA and IRA that provide for green workforce development

that include recruiting, training, and hiring workers (Kane, Tomer, and Singer 2023). The IRA also

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January 2025

includes tax credits and other rebate programs to support energy-related workforce development

activities. Through the IRA’s direct pay provision, the Department of the Treasury can provide tiered tax

credits to tribal entities that include workforce development activities such as registered apprenticeships

and meeting prevailing wage requirements, in their renewable energy projects.

3.3.6 Identification of Funding Mechanisms

The federal government has facilitated substantial investments that are pivotal in supporting businesses

and local authorities in the transition to clean energy economies. This allocation of funds, unprecedented

in recent history, is accessible through various programs tailored for Tribal communities and Native

populations as part of the “Investing In America” Agenda. Notably, these include $13 billion from the BIL

and an additional $700 million from the IRA. Tribes and Tribal entities are also eligible to apply for other

discretionary funding programs through both BIL and IRA.

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References

Electrification Coalition. 2023. “Preparing the Workforce for EV Charging: Electric Vehicle Infrastructure

Training

Program

(EVITP)

Factsheet.”

June

2023.

https://

electrificationcoalition.org/resource/preparing-the-workforce-for-ev-charging-electric-vehicleinfrastructure-training-program-evitp-factsheet/.

Google. 2019. “Project Sunroof.” Accessed on December 12, 2024. https://sunroof.withgoogle.com/.

Gordon Cooper Technology Center (GCTC). n.d. “Workforce and Career Training: Workforce and

Economic

Development.”

Accessed

December

12,

2024.

https://www.gctech.edu/apps/pages/index.jsp?uREC_ID=1385450&type=d&pREC_ID=2335579.

Intergovernmental Panel on Climate Change (IPCC). 2021. Climate Change 2022: Impacts, Adaptation,

and Vulnerability. Contribution of Working Group II to the Sixth Assessment Report of the

Intergovernmental Panel on Climate Change [H.-O. Pörtner, D.C. Roberts, M. Tignor, E.S.

Poloczanska, K. Mintenbeck, A. Alegría, M. Craig, S. Langsdorf, S. Löschke, V. Möller, A. Okem, B.

Rama (eds.)]. Cambridge University Press. Cambridge University Press, Cambridge, UK and New

York, NY, USA, 3056 pp., doi:10.1017/9781009325844.

Kane, Joseph W., Adie Tomer, and Anna Singer. 2023. “Research: Unlocking New Federal Infrastructure

Funding

Drive

Green

Workforce

Development.”

October

12,

2023.

https://www.brookings.edu/articles/unlocking-new-federal-infrastructure-funding-to-drive-greenworkforce-development/.

Oklahoma Department of Transportation (ODOT). n.d. “Transportation Enhancement Program.”

Accessed on December 19, 2024. https://www.odot.org/projmgmt/enhance_prog/index.htm

Oklahoma State University (OSU). 2024. “The Future of Transportation: Maximizing Oklahoma’s

Potential in the EV Supply Chain.” OSU Wes Watkins Center for International Trade Development,

School of Global Studies and Partnerships. https://global.okstate.edu/partnerships/citd/sitefiles/docs/citdevsupplychainreport2024.pdf.

Plan

Oklahoma

City

(Plan

OKC).

2024.

“Topic:

Sidewalks

and

Trails.”

https://planokc.org/topics/sidewalks-trails/.

U.S. Census Bureau (USCB). 2020a. “American Community Survey (ACS) 5-Year Estimates Detailed

Tables:

B01003

Total

Population.”

https://data.census.gov/table/ACSDT1Y2023.B01003?q=Population%20Total&g=010XX00US.

024-04726

Kickapoo Tribe of Oklahoma

Priority Climate Action Plan

Project No. 024-04726

January 2025

USCB. 2020b. “Quick Facts.” https://www.census.gov/quickfacts/fact/table/US/ PST045223.

U.S. Department of Energy (DOE). 2020. “Net Electricity and Natural Gas Consumption,” National

Renewable Energy Laboratory (NREL), State and Local Planning for Energy (SLOPE). Accessed on

December 12, 2024. https://maps.nrel.gov/slope.

DOE. n.d. “Grid Innovation Program.” Grid Deployment Office. Accessed on December 13, 2024.

https://www.energy.gov/gdo/grid-innovation-program.

U.S. Department of Transportation (DOT). 2024. “Rebuilding American Infrastructure with Sustainability

and

Equity

(RAISE)

Grant

Program.”

Last

updated

November

2024.

https://www.transportation.gov/RAISEgrants.

DOT. n.d. “Reconnecting Communities and Neighborhoods Grant Program.” Last updated on September

20, 2023. https://www.transportation.gov/grants/rcnprogram/about-rcp.

U.S. Energy Information Administration (EIA). 2024. “Electricity Explained: Electricity in the United

States.” Last updated on March 26, 2024. https://www.eia.gov/energyexplained/electricity/electricityin-the-us.php.

U.S. Environmental Protection Agency (EPA). 2024. “Greenhouse Gas Equivalencies Calculator.” Last

updated on November 19, 2024. https://www.epa.gov/energy/greenhouse-gas-equivalenciescalculator.

EPA. 2022. “Emissions and Generation Resource Integrated Database (eGRID) Data Explorer.”

https://www.epa .gov/egrid/data-explorer.

EPA.

2020a.

“Greenhouse

Gas

Inventory

Data

Explorer.”

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inventoryexplorer/.

EPA. 2020b. “National Emissions Inventory (NEI) Data Retrieval Tool.” https://awsedap.epa

.gov/public/single/?appid=20230c40-026d-494e-903f-3f112761a208&sheet=5d3fdda7-14bc-4284a9bb-cfd856b9348d&opt=ctxmenu,currsel.

EPA.

n.d.a.

“Overview

Greenhouse

Gases.”

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12,

2024.

https://www.epa.gov/ghgemissions/overview-greenhouse-gases.

EPA. n.d.b. "Sources of Greenhouse Gas Emissions.” Last updated on October 22, 2024.

https://www.epa.gov/ghgemissions/sources-greenhouse-gas-emissions.

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EPA. n.d.c. “Summary of Inflation Reduction Act Provisions Related to Renewable Energy.” Last updated

on October 3, 2024. https://www.epa.gov/green-power-markets/summary-inflation-reduction-actprovisions-related-renewable-energy.

EPA. n.d.d. “Understanding Global Warming Potentials.” Last updated on August 8, 2024.

https://www.epa.gov/ghgemissions/understanding-global-warming-potentials.

U.S. Government Accountability Office (GAO). n.d. “Tribal and Native American Issues.” Accessed

December 12, 2024. https://www.gao.gov/tribal-and-native-american-issues.

The White House. 2023. “Building a Clean Energy Economy: A Guidebook to the Inflation Reduction

Act’s

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2023.

https://www.whitehouse.gov/wp-content/uploads/2022/12/Inflation-Reduction-Act-Guidebook.pdf.

024-04726

Appendix A

GHG Emissions Inventory

December 2024

2020

Summary

Economic Sector

Industrial

2020 DOE NREL SLOPE

% of KTO based on Geography

Industrial Natural Gas

2020 EPA NEI

% of KTO based on Geography

Industrial Equipment

Transportation

2020 EPA NEI

% of KTO based on Geography

Electric Power

2020 DOE NREL SLOPE

% of KTO based on Geography

Industrial, Commercial, and Residential Electricity

EPA eGRID conversions - output emissions rate

Agriculture

2020 EPA GHG IDE

USGS NLCD (Croplands and Pastures)

Emissions/acre based on OK emissions in Ag Sector

Commercial

2020 DOE NREL SLOPE

% of KTO based on Geography

Commercial Natural Gas

Residential

2020 DOE NREL SLOPE

% of KTO based on Geography

Residential Natural Gas

Total

Overall Emissions per capita

Transportation Emissions per capita

Sector is x% of Sector is x% of

GHG Emissions

KTO's

OK's

emissions

(metric tons) emissions

376,538

19%

35%

731,937

36%

22%

648,045

32%

20%

45,083

15%

124,215

107,659

2,033,477

42.87

15.43

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Appendix B

Stakeholder and Public Engagement Summary

INTRODUCTION

Climate Pollution Reduction Grants Program

The Kickapoo Tribe of Oklahoma (KTO) received a federal grant from the U.S. Environmental

Protection Agency (EPA) for environmental projects to reduce carbon emissions and enhance

sustainability. This grant is part of the Climate Pollution Reduction Grant (CPRG) Program and

is divided into planning and implementation. The Kickapoo Tribe received a planning grant

and hired Olsson as a consultant to lead the process, divided into two phases.

Phase One: The Priority Climate Action Plan (PCAP) was conducted in the Fall of 2024

to analyze current greenhouse gas emissions within the KTO jurisdiction in contrast to

US and Oklahoma figures, develop priority measures, and engage stakeholders.

Phase Two: Comprehensive Climate Action Plan (CCAP) conducted in the Winter and

Spring of 2025 to delve deeper into developing proposed greenhouse gas-reducing

measures, engage stakeholders and the public, and understand the landscape of the

Kickapoo Tribe of Oklahoma and their needs.

PUBLIC ENGAGEMENT PLAN

Olsson developed a public engagement plan (PEP) for the PCAP process as the first

deliverable for the engagement process to guide public and stakeholder participation efforts.

The PEP was continuously updated throughout the PCAP process and will continue to be

revised throughout the larger project's CCAP and Status Report phases.

The PEP included general guidelines for the engagement process, a list of public engagement

spectrums being utilized, and a detailed schedule of engagement tactics and coordination tasks.

To view the entire PEP, see the Public Engagement Plan, which is as follows.

Phase One: Priority Climate Action Plan (PCAP)

PUBLIC ENGAGEMENT SPECTRUM LEVEL(S)

Inform, Consult, and Involve

PHASE ONE SUMMARY

•

The established Stakeholder Committee will serve in an advisory capacity to KTO in

developing the PCAP.

•

Multiple engagement tactics will be used to complete the activities, including two virtual

stakeholder meetings and the initial development of a project webpage.

GENERAL TIMEFRAME

October 1, 2024 through January 10, 2025.

SCHEDULE OF ENGAGEMENT TACTICS (ET) AND COORDINATION

TASKS (CT)

STATUS

TYPE

TASK + DESCRIPTION

Kickoff Meeting. Olsson will schedule and host a

virtual initial project kickoff meeting with KTO to

discuss the project scope, timeline, and make team

introductions.

Weekly Coordination Meetings. Olsson will

schedule, host, and prepare weekly virtual

coordination meetings.

LEAD

PARTY

DATE

Olsson

10/01/2024

4:00 PM 4:45 PM

Olsson

Thursdays

at 3pm

Olsson

10/17/24

KTO

10/17/24

KTO Weekly CPRG check-in

Public & Stakeholder Engagement Plan. Olsson

will develop and provide a Public and Stakeholder

Engagement Plan to be reviewed by KTO and

discussed at the weekly coordination meeting.

Stakeholder Identification. KTO will create the first

draft of the stakeholder committee member list.

Olsson will review and provide comments. KTO will

finalize the member list and gather individual contact

information for each stakeholder. KTO will be

responsible for communicating with the Stakeholder

Committee.

10/17/24

Weekly Coordination Meeting.

Project Webpage Draft Content #1. Olsson will

coordinate with KTO to prepare material for the client-

Olsson

10/24/24

created project website/webpage, up to two (2) times.

KTO will create and manage the project

website/webpage.

Weekly Coordination Meeting.

10/24/24

Prep Meeting for Virtual Stakeholder Workshop

#1. Prior to Virtual Stakeholder Workshop #1, Olsson

will meet virtually with KTO and lead a meeting to

discuss the draft plan for Virtual Stakeholder

Workshop #1. The purpose of this prep meeting is to

Olsson

10/24/24

gather KTO feedback on the program for Virtual

Stakeholder Workshop #1.

Weekly Coordination Meeting.

10/31/24

Weekly Coordination Meeting.

11/7/24

Weekly Coordination Meeting.

11/14/24

Virtual Stakeholder Workshop #1. Olsson will host

a two-hour virtual Stakeholder Workshop #1, staffed

with three Olsson team members and KTO staff.

The meeting will focus on educating the

Reschedul

stakeholders on the purpose of the project, the

11/4/24

due to

timeline, and anticipated outcomes. This meeting

will also include a presentation on previous

ed from

Olsson

recommendations from existing related plans, if

applicable. Olsson will organize and facilitate a

weather

11/15/24

10am-

prioritization/ranking exercise to begin the

prioritization process for the PCAP. KTO will be

12pm

responsible for inviting the Stakeholder Committee.

This meeting will be recorded.

Prep Meeting for Virtual Stakeholder Workshop

#2. Prior to Stakeholder Committee Meeting #2,

Olsson will meet virtually with KTO and lead a

meeting to discuss the draft plan for Virtual

Olsson

11/21/24

Olsson

11/29/24

Stakeholder Workshop #2. The purpose of this prep

meeting is to gather KTO feedback on the program

for Virtual Stakeholder Workshop #2.

Stakeholder Workshop #1 Summary Deliverable.

Olsson will prepare a concise summary of the

process and findings from Stakeholder Committee

Meeting #1. This deliverable will be an appendix to

the PCAP.

12/5/24

Weekly Coordination Meeting.

Virtual Stakeholder Workshop #2. Olsson will host

a two-hour virtual Stakeholder Workshop #2, staffed

Olsson

12/10/24

1pm-3pm

with three Olsson team members and KTO staff. It

will include a presentation of the draft prioritized

PCAP measures by KTO and Olsson and will

include commenting exercises to gather feedback

on the draft prioritized PCAP measures. For the

identified priorities, stakeholders will be asked to

help brainstorm workforce needs, barriers to

implementation, information necessary to perform

GHG and co-pollutant emission reduction or

sequestration, and benefits analysis. This meeting

will be recorded.

12/12/24

Weekly Coordination Meeting.

Stakeholder Workshop #2 Summary Deliverable.

Olsson will prepare a concise summary of the

process and findings from Stakeholder Committee

Meeting #2. This deliverable will be an appendix to

Olsson

12/18/24

the PCAP.

12/19/24

Weekly Coordination Meeting.

Project Webpage Draft Content #2. Olsson will

coordinate with KTO to prepare material for the

client-created project website/webpage, up to two

Olsson

12/30/24

Olsson

12/30/24

(2) times. KTO will create and manage the project

website/webpage.

Engagement Summary. (Complete for Phase 100 CT

PCAP). Olsson will finalize the complete

engagement summary for the PCAP phase,

including a summary of Virtual Stakeholder

Workshops #1 & #2.

STAKEHOLDER COMMITTEE

In coordination with the consultant team, KTO identified potential members for the stakeholder

committee. These members were identified, in part, because of their eligibility to participate in

the CPRG implementation grant process and/or their ability to implement the identified priority

action items. KTO worked to ensure representation from a variety of sectors. Email invitations

were extended to the identified stakeholders to join the committee. The following table lists the

invited stakeholder committee.