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LONG RANGE TRANSPORTION PLAN

(UPDATE APRIL 2024)

DUCK VALLEY RESERVATION

2775 W. Navigator Dr., Suite 210

Meridian, ID 83642

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Contents

1.1

Study Overview.................................................................................................4

1.1.1

Background ................................................................................................5

1.1.2

Study Area Overview ..................................................................................5

1.1.3

Purpose and Need ......................................................................................7

1.1.4

Goals and Objectives ..................................................................................8

1.1.5

Tribal Transportation Program (TTP)...........................................................8

1.2

Previous Studies, Reports and Plans ..................................................................9

1.2.1

2010 Long Range Transportation plan.........................................................9

1.2.2

Road Safety Audit .......................................................................................9

1.2.3

Strategic Transportation Safety Plan (STSP) ................................................9

1.2.4

Tribal Transportation Improvement Projects ............................................10

1.3

Land Use and Socioeconomic Conditions.........................................................11

1.3.1

Land ownership ........................................................................................11

1.3.2

Land Use ...................................................................................................13

1.3.3

Existing Socioeconomical Conditions ........................................................16

1.3.4

Future Development and Growth Trends..................................................17

1.4

Existing and Future Transportation Conditions................................................19

1.4.1

Roadway Inventory ..................................................................................19

1.4.2

Existing Roadway Characteristics ..............................................................20

1.4.3

Existing Traffic Conditions ........................................................................24

1.4.4

Other Modes of Traffic .............................................................................27

1.4.5

Future Traffic Conditions ..........................................................................30

1.4.6

Development Plans...................................................................................30

1.5

Evaluation of Improvements ...........................................................................32

1.5.1

Evaluation Criteria ....................................................................................32

1.5.2

Paved Road Treatments............................................................................34

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1.5.3

Unpaved Road Treatments .......................................................................35

1.5.4

Shoshone-Paiute Tribes Proposed Projects ...............................................35

1.5.5

State Department Proposed Projects ........................................................51

1.5.6

Tribal Transportation Program Update Recommendations .......................52

1.5.7

BIA Road Maintenance .............................................................................53

1.6

Affective Environment and Environmental Concerns ......................................53

1.6.1

Topography and Geology ..........................................................................54

1.6.2

Vegetation ................................................................................................54

1.6.3

Biology .....................................................................................................55

1.6.4

Hydrology .................................................................................................56

1.6.5

Prime Range and Farmlands .....................................................................58

1.6.6

Air Quality ................................................................................................58

1.6.7

Cultural Resources ....................................................................................58

1.6.8

Environmental Justice Review ..................................................................60

1.7

Transportation Plan Implementation and Updating ........................................61

1.7.1

Funding Sources .......................................................................................61

1.7.2

Implementation Guidelines ......................................................................75

1.8

Public Involvement .........................................................................................75

1.8.1

Working Group Meetings .........................................................................76

1.8.2

Public Meeting .........................................................................................77

APPENDIX A - TRAFFIC COUNTS ................................................................................78

APPENDIX B – PUBLIC INVOLVMENT – OPEN HOUSE.................................................80

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1.1 Study Overview

The Shoshone-Paiute Tribes in cooperation with the Federal Highway Administration (FHWA)

conducted a long-range transportation plan to identify and address the most critical current and

future transportation needs on the Duck Valley Reservation. The study was funded by the FHWA and

administered through Tribal Transportation Program (TTP).

The primary goal of this study was to develop a transportation improvement plan that promotes

safety and mobility, enhances economic vitality, improves community livability, encourages

environmental and cultural sensitivity, and supports current and planned economic development.

The study also included a comprehensive inventory update of the Shoshone-Paiute Tribe's roads in

the National Tribal Transportation Facility Inventory (NTTFI), Roadway conditions currently in the

inventory to be updated, roadways added, and some roads removed.

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1.1.1 Background

The Shoshone-Paiute Tribes of the Duck Valley Indian Reservation are a federally recognized tribe.

The Tribes are governed by the Business Council which is composed of a Chairman, Vice-Chairman,

and five Council Members. The Tribes once roamed the areas that are now Idaho, Nevada, and

Oregon. Descendants of the Western Shoshone and the Northern Paiute Tribes now mainly occupy

the land known as the Duck Valley Indian Reservation in Idaho and Nevada. The Duck Valley Indian

Reservation covers 289,819 acres held in trust by the U.S. Government. Tribal membership is over

2,000 with approximately 1,700 living on the reservation (www.shopaitribes.org/culture/).

Given the rural location, public transit is not available, so workers take to the roads for their daily

commute. Most of the employed population work in the census defined workforce category of

“Public Administration” on the Reservation. The following table is the breakdown of the workforce

industry on the Duck Valley Indian Reservation.

Table 1. Workforce Characteristics of the Duck Valley Indian Reservation (ACS 2019 5-Year Estimates)

Civilian employed population 16 years and over

Agriculture, forestry, fishing and hunting, and mining

Construction

Manufacturing

Wholesale trade

Retail trade

Transportation and warehousing, and utilities

Information

Finance and insurance, and real estate and rental and leasing

Professional, scientific, and management, and administrative and waste

management services

Educational services, and health care and social assistance

Arts, entertainment, and recreation, and accommodation and food services

Other services, except public administration

Public administration

Estimate

460

Percent

100%

7.20%

3.70%

0.90%

0.00%

2.80%

0.40%

0.00%

2.80%

2.00%

150

179

32.60%

6.50%

2.20%

38.90%

1.1.2 Study Area Overview

The Duck Valley Indian Reservation straddles the state line of southern Idaho and northern Nevada,

approximately 100 miles north of Elko, Nevada and 100 miles south of Mountain Home, Idaho.

Owyhee is the location of tribal headquarters, 142 miles southwest of Boise, Idaho (See Figure 1). The

reservation was established by the Executive Orders of April 16, 1877, May 4, 1886, and July 1, 1910,

and by an Act of Congress of June 18, 1934. Reservation lands are all contiguous in a near block with

the exception of the 3,981.68 federally owned acres at the Wildhorse Reservoir. There are 144,274.3

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acres of tribal lands in Nevada and 145,545 acres in Idaho for the Duck Valley Reservation.

Nevada State Highway 225, which becomes Idaho State Highway 51, runs north-south through the

reservation.

The community contains the Tribal Headquarters, a retail center, health center, police station and

correctional facility, Tribal courthouse, post office, Owyhee Combined Schools, day care center,

community center, and powwow grounds.

Figure 1: Duck Valley Reservation Vicinity Map

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1.1.3 Purpose and Need

The Long-Range Transportation Plan for the Shoshone-Paiute Tribe’s was initiated to develop a

phased, planning strategy to guide multimodal improvements with the goal of enhancing safety,

accessibility, mobility, and economic growth. The need for this study stemmed directly from the

Tribe's desire to increase economic vitality, improve community livability, update the existing

roadway inventory, and to enhance transportation conditions along major local and regional

transportation routes. The purpose of the project is demonstrated with the following statements of

need:

•

Update the Tribe's Roadway Inventory. No official road condition survey has been completed

on the Duck Valley Indian Reservation since 2010. To qualify for federal funding, the Tribe's

roadway inventory needs to be updated to reflect existing roadway conditions.

Promote Economic Growth and Community Livability. A plan for transportation investments

that encourages economic growth while maintaining the cultural and historic nature of the

study area needs to be developed. Transportation investments that provide multimodal,

transportation choices and connections at the local and regional level can spur business

growth and job creation, provide much needed transportation for the underserved area,

encourage physical activity among residents and promote tourism.

Accommodate Planned Growth. A plan for transportation needs to provide access for new

housing and new or expanded business developments.

Address Safety, Mobility, and Operational Needs. The current roadway network needs to be

evaluated to identify solutions to improve safety and mobility, optimize traffic operations, and

develop maintenance procedures. Key issues that need to be addressed include:

o Existing paved and unpaved roadways are in poor condition and are deteriorating; a

strategic improvement plan needs to be developed to maximize funding.

o Several Bus Routes are currently gravel roads. High use bus routes will be evaluated to

determine pavement needs.

o Roadways need to be upgraded to meet BIA design standards.

o The area has limited pedestrian walkways, crosswalks, bicycle facilities, and trails.

o There is currently no public transit service for local or regional needs.

Provide Bicycle, Pedestrian, and Trail Connections Between Activity Centers. Sidewalks and

bike paths are limited and unsafe within numerous locations of the study area. Improvements

are necessary to provide continuous and safe connections between business and activity

centers for residents and for recreational purposes.

The primary purpose of this study is to develop a comprehensive, phased transportation

improvement plan that can provide guidance to the Shoshone-Paiute Tribe’s when making future

land use and transportation decisions. Recommendations in this study will enable the Tribe’s,

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Owyhee County, and the Idaho and Nevada Department of Transportation to facilitate safer and

more efficient infrastructure for the traveling public and guide the development along the study

roadways. Study findings will also be used to update the BIA’s Road Inventory Field Data System

(RIFDS) to include changes to the Tribe’s National Tribal Transportation Facility Inventory (NTTFI),

and the Tribal Transportation Improvement Program (TTIP) for the next 5-year, 10-year and 20year planning horizon periods.

1.1.4 Goals and Objectives

With the overall goal to improve safety and mobility, the primary purpose of this study was to:

• Conduct a comprehensive evaluation of the multimodal transportation network within the

Duck Valley Indian Reservation.

• Develop a three-phased Improvement Plan that promotes safety and mobility, supports

economic development, and improves community livability.

• Identify specific improvement strategies to address the needs of the study area.

• Conduct a roadway field inventory and update the BIA RIFDS database.

• Develop a roadway maintenance plan that provides guidance on preservation, striping,

signage, and pavement maintenance/re-paving cycle.

• Communicate with stakeholders, Tribal members, Tribal officials, Owyhee County, and State

DOT’s at appropriate intervals to present results and obtain feedback.

1.1.5 Tribal Transportation Program (TTP)

Jointly administered by the U.S. Department of Transportation, FHWA and the Department of

Interior, BIA, the Tribal Transportation Program (TTP), formerly known as the Indian Reservation

Roads (IRR) program, addresses the transportation needs of Tribal governments by providing safe and

adequate transportation and public road access to and within Indian Reservations, Indian lands, and

Alaska Native Village communities. Under the Infrastructure and Investment Jobs Act (IIJA), the TTP

generally continues the IRR program, but includes two additional 2% takedowns for bridge

replacement and safety projects.

The NTTFI is a comprehensive national inventory of tribal transportation facilities that are eligible for

assistance under the TTP. To obtain proper funding, it is imperative that the NTTFI accurately reflects

the conditions of the tribal roadways. As a part of this study, a comprehensive roadway inventory was

conducted to update the Shoshone-Paiute Tribe's NTTFI, which was last updated 2010.

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1.2 Previous Studies, Reports and Plans

To understand how the transportation system functions on the Duck Valley Indian Reservation an

inventory of those elements comprising the existing system was conducted. Conducting this

inventory was an integral step of the planning process to identify areas in need of improvement over

the 20-year planning period. This inventory was based on available data compiled by the BIA, Tribe,

State, Township, data available through Geographic Information System (GIS) database, and

additional information compiled through supplemental field data collection efforts. This data

included traffic counts, accident history, bicycle and transit routes, and classification.

This section describes the transportation system, as it presently exists. While the emphasis will be on

the road system, related systems (such as school buses, public transit, and postal routes) will be

addressed.

1.2.1 2010 Long Range Transportation plan

The 2010 Shoshone-Paiute Tribes 20 Year Long-Range Transportation Plan identified the multimodal

transportation needs for the next 20 years within the Duck Valley Indian Reservation, in conjunction

with development strategies for implementing improvements. Based on analysis of existing and

future needs and deficiencies, the study developed a prioritized project list to guide roadway and

bridge improvement projects. The first item on the list was the improvement of ten bus routes. The

list contains twenty-four other transportation improvement projects.

1.2.2 Road Safety Audit

Recognizing the transportation safety concerns of the Duck Valley Indian Reservation, a road safety

audit (RSA) was conducted on Nevada State Route 225 and Idaho State Highway 51 that runs through

the most populated part of the reservation. This RSA took place during June of 2013 and identified

key safety issues along the state highways.

1.2.3 Strategic Transportation Safety Plan (STSP)

The purpose of this STSP was developed to improve the transportation safety management efforts of

the Duck Valley Indian Reservation (DVIR). The plan was developed through the cooperative efforts of

the Shoshone-Paiute Tribes, federal and state governments, and other agencies with a vested interest

in transportation safety and will address safety issues through the four Es: Engineering, Enforcement,

Education, and Emergency Medical Services. The plan identified transportation safety concerns and

proposed action steps to be taken to improve transportation safety on the Reservation.

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1.2.4 Tribal Transportation Improvement Projects

Within the Long-Range Transportation Plan, the school helped identify several roadway sections that

need to be paved to improve the safety of school bus routes. The existing road surface types of these

roads are gravel or earth. Proposed improvements include an asphalt pavement surface. These

roadways have been prioritized and five have been specifically chosen and scheduled for

reconstruction because they are the more heavily traveled of the bus routes (See Section 1.5.4 for

maps of prioritized projects).

Roadway construction projects that designed and on file to be constructed when funding is available

are (See Section 1.5.4 for Project Maps):

•

Route 2 – Sheep Creek Rd (2.5 miles)

Route 13 – Manning Rd West (1.0 mile)

Route 14 – S. Thacker Rd (1.0 mile)

Route 141 – Jones Rd (0.5 miles)

Route 142 – Premo Ln (0.5 miles)

Route 301 & 304 – Black Eagle Rd (0.3 miles)

Roadway Rehabilitation (CRABS) projects that designed and on file to be constructed when funding is

available are (See Section 1.5.4 for Project Maps):

•

Route 12 – Fawn Creek Rd (1.5 miles)

Route 13 – Manning Rd East (0.5 mile)

Route 15 – Crows Nest Rd (1.0 mile)

Roadway Rehabilitation (CRABS) and Preventative Maintenance (Chip Seal) projects that were

constructed in 2020:

•

Route 2 – Chinatown Rd Rehabilitation (3.0 miles)

Route 3 – Airport Rd Chip Seal (2.6 mile)

Route 7 – Thomas Loop Rd Chip Seal (2.0 mile)

Route 9 – Boney Ln & Pleasant Valley Rd Chip Seal (5.3 mile)

Route 14 – Thacker Lateral Rd Chip Seal (4.7 mile)

Route 902 – Blue Creek Rd Chip Seal (1.2 mile)

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1.3 Land Use and Socioeconomic Conditions

This section summarizes current and future land use and socioeconomic conditions for the study

area.

1.3.1 Land ownership

The Duck Valley Indian Reservation dates back to the Treaty of Ruby Valley signed by the United

States and the Western Shoshone Tribes in 1863. Ancestral lands of the Western Shoshone and

Northern Paiute tribes make up the present-day Duck Valley Indian Reservation. In the 1800’s EuroAmericans moved onto the lands of the bands and extended families.

A Shoshone leader named Captain Sam, looking for a home for his people, inspected the Duck Valley

region in 1870 and recommended to the federal government that they be allowed to settle there.

The government supported his request, establishing the reservation by Executive Order in 1877.

In 1886 President Cleveland issued an executive order adding land to the Duck Valley Reservation for

the use of the Paiutes. President Taft added additional acreage to the reservation in 1910. The two

Tribes share the reservation to this day.

Tribal Realty Department indicated that the Duck Valley Indian Reservation is made up of a total of

291,481.41 acres of land. 289,497.83 acres are in Tribal Trust and 1,983.83 are Fee lands (See Figure

2, Reservation Map).

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Figure 2: Duck Valley Indian Reservation Map

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1.3.2 Land Use

Integrating land use into transportation planning is essential so communities can support "smart

growth" processes and promote sustainable development. Sustainable development improves

mobility, supports economic growth, and ensures the financial stability of the transportation system.

This approach helps maintain the quality of living for the people, the quality of the community, and

reduces the need for roadway expansion.

Residential:

The Shoshone-Paiute Tribes has its own housing authority (See Figure 3), which reports directly to the

tribal business council, also supervises a home improvement program, and manages a total of 445

homes throughout the Duck Valley Reservation.

Farming and Ranching:

Farming and Ranching are mainstays for the Tribes and is reflected in the over 12,000 acres of

subjugated lands. Included in the total acreage of the Reservation is 22,231 acres of Wetlands. The

Wildhorse Reservoir irrigation project was constructed in 1936 to support farming and ranching

activities. The reservoir is approximately 12,800 which is located 35 miles downstream of Wild Horse

Dam and provides water for irrigation and stock raising.

The 12,800-acre irrigation project lies at the center of the Duck Valley Indian Reservation and is

separated into two district units. Duck Valley Unit and the Pleasant Valley Unit. Both irrigate lands

along with Owyhee River but are separated from each other by a basalt restriction in the river

channel called the "Narrows." The Duck Valley Unit lies upstream and to the south of the Narrows;

the Pleasant Valley Unit lies downstream and to the North of the Narrows.

Public and Recreation:

The Shoshone-Paiute Tribes manages three rainbow trout fisheries: Lake Billy Shaw (fly fishing),

Mountain View, and Sheep Creek Reservoirs (See Figure 2 above). The three fisheries and a stretch of

the Owyhee River are open to angling at certain times of the year (See Figure 2 above). A tribal fishing

permit is required to fish the Duck Valley waters. In addition, the Tribes have guided wildlife hunts to

the public.

The Tribes also have several camping areas at Wild Horse Reservoir, located 30 miles south of the

reservation boundary.

The Shoshone-Paiute Tribes maintains a Recreation Program that is part of the Owyhee Community

Health Facility. The Recreation program provides the community with activities, to enhance their

physical, emotional, spiritual, and social well-being.

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The Recreation Program also provides a facility that the community can utilize for birthday parties,

meetings, powwows, funerals, and a place to get some much-needed exercise.

Health:

Owyhee has two health care centers: the Owyhee Community Health Facility and the Owyhee Public

Health Service Indian Hospital (See Figure 4). The tribe also has a community health representative.

The economic development strategic plan of 1999 prioritized increased access to health care,

including the creation of more extensive specialized services such as an alcohol/drug abuse center, a

nursing home for elders, home health care services, and a domestic violence safe house. Emergency

medical services are provided 24 hours a day.

Education:

The local school system, the Owyhee Combined Schools, is operated by the Elko County School

District (See Figure 4). It serves grades K-12, including children from off the reservation. Vocational,

GED, and college courses are available on the reservation from Great Basin Community College in

Elko. Grants for higher education and adult vocational training are available to all tribal members.

Institutional/Government:

Most Tribal and government institutions are located within the Reservation along SH-51 and SH-225.

Government facilities include the Tribal Headquarters, Juvenile Detention Center, Daycare, Senior

Center, Housing Authority (HA), U.S. Post Office, Tribal Court/Justice Department, Emergency

Services (Police and Fire Departments), Water and Sanitary Services, and Health and Human Services

(See Figures 3 & 4).

Commercial:

Commercial services within the Reservation are primarily located within the town of Owyhee, Nevada

except for a business complex just south of the Idaho/Nevada border. Within Owyhee commercial

land includes a café, hotel/lodge, and drive-thru fast food. Just south of the Idaho/Nevada border

along SH-225 within the business complex (Gas N Go) is the gas station, grocery market, RV hookups,

deli, and hardware store (See Figures 3 & 4).

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Industrial:

The Shoshone-Paiute Tribes owns and operates a gravel pit south of Owyhee along SH-225. Currently

gravel is screened and used on local projects (See Figure 5).

Figure 3: Land Use Location Map 1

Figure 4: Land Use Location Map 2

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Figure 5: Shoshone-Paiute Tribes Gravel Pit

1.3.3 Existing Socioeconomical Conditions

A review of the existing population and employment was conducted to understand the demographic

characteristics of the Duck Valley Indian Reservation and the surrounding region. As identified by the

US Census Bureau, the below table summarizes the population and housing growth trends from 2010

to 2020 for the Duck Valley Indian Reservation, Owyhee County, Idaho, and Elko County, Nevada, and

the States of Idaho and Nevada. According to the US Census Bureau, the Duck Valley Indian

Reservation had a slight increase in total population since 2010.

Table 1. Population and Housing Unit Growth Trends

Population

Graphic Area

2010

2020

Population

Growth

Housing Units

2010

2020

Housing Unit

Growth

Duck Valley

Indian

Reservation

1,309

1,338

2.2%

493

527

6.9%

Elko County, NV

48,818

53,702

10%

19,566

21,770

11.3%

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Owyhee

County, ID

11,389

11,913

4.60%

4,781

Nevada

2,700,551

3,104,614

15%

1,173,814 1,281,018 9.1%

14.8%

667,796

Idaho

1,567,582 1,839,106

Source: 2020 US Census, 2010 US Census

4,719

751,859

-1.3%

12.6%

Employment overview

To determine primary employment industries and current employment levels within the Reservation,

data was compiled from the United States Census Bureau. Based on this there are approximately 460

employees within the Duck Valley Indian Reservation. Based on the census major employers for Tribal

members include:

• Tribal government/Administration - 150 employees

• Educational services, and health care and social assistance - 179 employees

1.3.4 Future Development and Growth Trends

Forecasting socioeconomic conditions allows planners to anticipate changes in future travel demand

and to envision potential solutions. Development of rational projections for population, housing

units, and employment for each horizon year is vital to the process of forecasting realistic traffic

volumes. Potential future developments within the study area identified in the Shoshone-Paiute

Tribes Economic Summit report, Market Analysis & Business Plan Development, future planned

housing development from the Tribal Housing Authority, and input received from Tribal officials are

outlined below:

Potential Study Area Developments

Planning Area

Potential Development

101 Ranch - Recreation

• Lodging (Bed and Breakfast)

• Catch and release fishing

• Wildlife viewing

• horseback riding

Rizzi Ranch - Recreation

• Develop hot springs

• Hunting operation

USFA Transfer of Land to the Tribes - 15 miles

from the Shoshone Paiute Tribal Community Center in Owyhee, Nevada

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• Seven (7) houses on it in varying stages of disrepair to develop for Tribal employees

Wild Horse Reservoir – Campgrounds and Site Improvements

• Improve ten (10) campsites

• Reinstate full-service RV park site

• Create day-use areas

• Implement Master Plan

Mountain View Lake – Implement Master Plan

• Add Cabins/Tepee lodging on the site, potable water, irrigation, bathroom upgrades

and overall site improvements.

• Evaluate Mountain View Reservoir improvements to determine application to Billy

Shaw Reservoir and Sheep Creek Reservoir.

Fish Hatchery

• Fish, Wildlife and Parks currently purchases all stocked fish from an outside source at a

cost of

approximately $200,000 annually. This expenditure could be transferred to the

operations of a Tribal-owned hatchery, which would take care of local needs and

provide employment.

Infrastructure Plans at Existing Developments or Unknown Locations

• Airport Communications at the Airport

• Internet Café in the Deli

• Wildhorse Marina (renovate and open)

• Auto Repair Shop

Economic Development Plans

• Fly Fishing Guide Service

• Hunting Guide Service – Game Birds

• Bed & Breakfast Lodge

• RV Park Expansion at the Travel Plaza

• Arts and Crafts Marketplace at the Travel Plaza

• Wilderness Camping

• Sportsman’s Shop

Housing Development Plans – Housing development is planned along SH-225

• 35 lots, 35 new homes

• Community Center.

New Combined Owyhee School – New School, all Grades, is planned off SH-225, east of the

grocery store

• School Building K-12

• Outdoor Gathering Area

• Outdoor Stadium

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•

Maintenance Building/Area

Parking Areas

1.4 Existing and Future Transportation Conditions

Public Roads within the Reservation were constructed and are being maintained by the Nevada

Department of Transportation, Idaho Department of Transportation, and the Bureau of Indian Affairs.

The current (2021) IRR system mileage for the Duck Valley Indian Reservation, according to a Miles of

Road by Organization and Surface Type report from NTTFI, is 355.6 miles; 297.6 miles of BIA roads

and 40.8 miles of State highways. Below table shows road mileage type.

Table 2: Selected Characteristics of Public Roads on the Duck Valley Indian Reservation

Jurisdiction

Road Mileage by Surface Type

Paved Gravel Concrete

59.4

0.4

40.8 0.0

0.0

BIA Roads

State

Highways

County Road 0.0

Tribal Road

0.7

Federal Roads 0.0

TOTAL

70.5

0.0

0.7

6.5

66.6

0.0

0.2

0.0

0.6

Earth

35.5

0.0

Primitive/Trail Proposed

172

1.2

0.0

None

0.0

Total Miles

297.5

40.8

0.0

2.0

0.1

37.6

0.0

5.0

1.1

178.1

0.0

0.9

0.0

0.9

0.0

9.5

7.7

355.5

0.0

1.2

Source: Miles of Road by Organization and Surface Type report from NTTFI, FY 2021

Recommended revisions to the - Indian Reservation Road system are outlined in Section 1.5.6 herein,

and are subject to the approval of the Shoshone-Paiute Tribal Business Council and the BIA.

This section inventories essential elements of the existing transportation system and documents the

status/condition of each element. Major elements inventoried include roadway characteristics, crash

history, and roadway performance conditions.

1.4.1 Roadway Inventory

A two-phase roadway inventory program was developed to identify roadway conditions on

major roadways and for the update of the NTTFI. The first phase of the roadway inventory was

conducted in February 2022 of major roadways within the Duck Valley Indian Reservation and other

major regional routes utilized by Tribal members. Phase two of the roadway inventory was conducted

in April 2022 that primarily included rural and other lesser traveled roadways within the reservation.

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In order to streamline data collection, a field inventory data collection sheet, where needed, was

developed to document roadway characteristics per the requirements set-forth by the BIA. Upon

completion, field data collection sheets will be transferred to BIA inventory forms, along with photo

and map attachments, for submittal to Road Inventory Field Data System (RIFDS). The roadway

inventory included conducting a windshield survey to capture the following key items:

•

Road identification - length, class, location, road purpose

Roadway conditions - number of lanes, width, surface conditions, shoulders

Drainage - bridge locations and drainage conditions

Alignment conditions

Safety hazards

The following sections provide an overview of information provided in the NTTFI as well as conditions

identified during a comprehensive field review conducted by the study team.

1.4.2 Existing Roadway Characteristics

The study area is comprised of a network of over 323 miles of paved and unpaved roadways. Regional

roadways that serve the Duck Valley Indian Reservation include a network of roadways that connect

residential areas with employment and educational facilities. Major roads serving the Reservation

include SH-225 and SH-51 regionally connecting the Reservation to Elko, Nevada, Mountain Home

and Boise Idaho. Numerous minor roadways to residential, farming and ranching, and recreation

areas.

Functional Classification

Functional classification is the process by which streets and highways are grouped into classes

according to their role of moving traffic through a roadway network. Planners and engineers utilize

this hierarchy to establish a roadway's design standards, speed, capacity, access management

features, and land use development. Functional classification also impacts a roadway's eligibility for

federal transportation funds for road improvements and maintenance. Roads within the Duck Valley

Indian Reservation are classified by both FHWA and BIA functional classification system. Below are

descriptions of each.

FHWA Functional Classification

Federal Functional Classification is assigned to all public roads using federal guidelines and is

approved by FHWA. Below is an overview of each FHWA approved classification within rural areas.

Whereas the majority of funding does come from BIA, for the purposes of transportation, FHWA

provides for a majority of funding for Tribes in a program agreement with FHWA and the and the only

other funding provided by BIA is the maintenance funding they are required to use to maintain BIA

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owned facilities. Roadways that do not have a FHWA-approved functional classification are deemed

ineligible for federal funding.

FHWA Functional Classification Definition

Classification

Principal

Arterial

Minor Arterial

Major Collector

Minor Collector

Description

Serve corridor movements having trip length and travel density characteristics

indicative of substantial statewide or interstate travel. They serve and connect

most areas with populations of 25,000 or more and provide an integrated

network of continuous routes without stub connections.

Link cities and larger towns and form an integrated network providing interstate

and inter-county service. Are spaced at appropriate intervals to allow for a

reasonable distance from developed areas. They have relatively high travel

speeds and minimum interference to through movements.

Primarily serve intra-county rather than statewide travel, by linking county seats,

larger towns, and other traffic generators to nearby towns and cities or higher

classified routes.

Provide access for population and traffic from local’s roads to major collectors.

Typically serve smaller communities and link local, traffic generators. Local Roads

Provide access to land next to the collector network and several travelers over

short distances.

BIA Functional Classification

The BIA Road system has several classes of routes. Functional classification means an analysis of a

specific transportation facility considering current and future traffic generators, and their relationship

to connecting or adjacent BIA, state, county, Federal, and/or local roads and other intermodal

facilities. Functional Classification is used to delineate the difference between the various road

and/or intermodal transportation facility standards eligible of funding under the TTP program. As part

of the TTP system management, all transportation facilities included on or added to the roadway

inventory must be classified according to the following functional classification system:

BIA Functional Classification Definition

Class

Description

Major arterial roads providing an integrated network with characteristics for serving traffic

between large population centers, generally, without stub connections and having

average daily traffic volumes of 10,000 vehicles per day or more with more than two lanes

of traffic.

Rural minor arterial roads providing an integrated network having the characteristics for

serving traffic between large population centers, generally without stub connections. May

also link smaller towns and communities to major resort areas that attract travel over long

distances and generally provide for relatively high overall travel speeds with minimum

interference to through traffic movement. Generally, provide for at least inter-county or

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inter-state service and are spaced at intervals consistent with population density. This

class of road will have less than 10,000 vehicles per day.

Streets that are located within communities serving residential areas.

Rural major collector road is collector to rural local roads.

Rural local road that is either a section line and/or stub type roads, make connections

within the grid of the TTP system. This class of road may serve areas around villages, into

farming areas, to schools, tourist attractions, or various small enterprises. Also included

are roads and motorized trails for administration of forests, grazing, mining, oil,

recreation, or other use purposes.

City minor arterial streets that are located within communities and serve as access to

major arterials.

City collector streets that are located within communities and serve as collectors to the

city local streets.

This class encompasses all non-road projects such as paths, trails, walkways, or other

designated types of routes for public use by foot traffic, bicycles, trail bikes, snowmobiles,

all-terrain vehicles, or other uses to provide for the general access of non-vehicular traffic.

This classification encompasses other transportation facilities such as public parking

facilities adjacent to TTP routes and scenic byways, rest areas, and other scenic pullouts,

ferry boat terminals, and transit terminals.

This classification encompasses airstrips that are within the boundaries of the TTP system

grid and are open to the public. These airstrips are included for inventory and

maintenance purposes only.

This classification indicates an overlapping or previously inventoried section or sections of

a route and is used to indicate that it is not to be used for accumulating needs data. This

class is used for reporting and identification purposes only.

Right-of-Way Status

The BIA Road System is defined in 25 CFR 170.5, as existing and proposed roads on the TTP system for

which the BIA has or plans to obtain legal right-of-way. The BIA Road system was compiled and

established in 1974, based on a field survey performed by FHWA. Initially, BIA system roads were

roads that were used to provide public access to and within Indian lands. Many of these roads had no

recorded rights-of-way. Since then, rights-of-ways have been obtained as the roads were

reconstructed and/or improved. A right-of-way over Indian land must be approved by the BIA in the

form of a grant of easement signed by a BIA Agency Superintendent. Specific requirements for

obtaining rights-of-way over Indian lands are contained in 25 CFR 169. At present, road rights-of-way

within the Duck Valley Indian Reservation are owned by the State of Nevada, State of Idaho, and the

BIA. For the most part, there are no rights-of-ways on unimproved BIA system roads.

Traffic Control

Traffic control devices are all signs, signals, markings, and devices placed on, or adjacent to, a street

or highway by a public body having authority to regulate, warn, or guide traffic.

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The Manual on Uniform Traffic Control Devices is the publication that sets forth the basic principles

which govern the design and usage of traffic control devices. The Manual was prepared by a National

Committee which included state, township, and municipal representation.

Traffic control on the reservation is provided by traffic lights, stop signs, speed limit signs and

directional signs as well as surface painted lines, directional arrows and other parking and traffic

related signage throughout the reservation.

Traffic control existing throughout the BIA road system is overall deficient however, eighteen miles of

BIA roads were improved in 2020 that included improvements to all signing and striping.

Drainage and Bridges

Even though their primary function is for the movement of traffic, roads and streets need to be

designed with drainage in mind. The drainage facilities associated with a designed street network

offers one of the most economical and expedient means of conveying storm water through a

developed area. Continuing improvement to the Reservation’s Street and road system will provide

great benefits to the Tribe’s drainage problems. It will be important for the two systems, drainage,

and road improvements, to evolve concurrently.

Many premature pavement failures have been traced to inadequate surface and subsurface drainage.

This has been observed throughout the reservation by deficient pavement cross-slope and vegetation

growth along the edges of the pavement that does not allow water to drain from the pavement and

shallow ditches. Numerous cracks in the pavements were observed that allow stormwater to

propagate through the pavement into the subsurface.

Bridges

A bridge is defined as a structure, including supports, erected over a depression or an obstruction,

such as water, a highway, or a railway, having a track or passageway for carrying traffic or other

moving loads, and having an opening measured along the center of the roadway of more than 20 feet

between under-copings of abutments or spring lines of arches, or extreme ends of the openings for

multiple boxes; it may include multiple pipes where the clear distance between openings is less than

half of the smaller continuous opening. TTP Bridges are inspected (inventoried) periodically,

depending on their condition. The result of these inspections is provided to BIADOT and recorded in

the Bridge Inventory System Supplemental (BISS) database.

Per FHWA: "A Structurally Deficient (SD) bridge is one that (1) has been restricted to light vehicles

only, (2) is closed, and/or (3) requires immediate rehabilitation to remain open. A Functionally

Obsolete (FO) bridge is one in which the deck geometry, load carrying capacity (comparison of the

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original design load to the State legal load), clearance, or approach roadway alignment no longer

meets the usual criteria for the system.

There eleven (11) BIA owned bridges identified in the TTP Inventory for the Duck Valley Indian

Reservation. The bridge numbers assigned to these bridges are: H302, H305, H309, H311, H312,

H323, H324, H325, 326H, H327 and H328. Two of these Bridges (H309 and H327) are listed in the BIA

Bridge Inventory with a sufficiency rating lower than 50, two Bridges (H324 and H328) do not have

inspection reports. H324 appears to be in fair to good condition, H328 appears to be in poor

condition. One bridge (326H) is a proposed Bridge on BIA Route 141.

School and Bus Routes

Children attend the Owyhee Combined School located at 100 Academic Way in Owyhee, Nevada. The

school is for kindergarten through twelfth grade.

School buses have specific routes within the reservation boundary depending on the driver and

where they are picking up the children. Many of the bus routes are currently gravel roads, the Tribe

has made it a priority to pave the existing bus route gravel roads as listed in the priority projects

section of this report.

Mail is delivered to the US Post office located at 1 Main Street, Owyhee, Nevada. Tribal facilities also

receive mail and fed ex.

1.4.3 Existing Traffic Conditions

The measurement of traffic volumes is one of the most basic functions of roadway planning and

management. Traffic volume counts are the most common measure of roadway use, and they are

needed as input to most traffic engineering analysis. The objectives of a traffic volume study are to

estimate the Annual Average Daily Traffic (AADT) volumes and peak- hour traffic on any routes

affecting traffic within the reservation and other public roads within the TTP system. This data is used

to update the road inventory files, determine capacity deficiencies, and identify potential roadway

improvement projects.

During development of the previous LRTP, hour traffic volume counts on the Duck Valley Indian

Reservation were completed at potential high traffic areas. Based on the low population growth for

the area new counts were not necessary and these results were used for this study.

Traffic volumes derived from those traffic counts were then used to compute current and projected

(20-year) ADTs. Once the current ADTs were generated, projected (20-year) ADTs were computed.

The Bureau of Indian Affairs Department of Transportation (BIADOT) has established a growth rate of

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2% per year for BIA inventory purposes. Future ADTs were computed by multiplying the current ADT

by a factor of 1.485. This factor represents a compound traffic growth rate of two percent per year

for 20 years.

Results of Traffic Study

The results of the twenty-four-hour traffic counts, completed previously, including vehicle

classification percentages and counts obtained from other sources are summarized on the Table

“Duck Valley Indian Tribe Traffic Counts” contained in Appendix A.

Traffic volume data is provided annually by the Nevada and Idaho Department of Transportation for

all roadways in the state on the Federal Aid System. Roadway classifications on the Federal Aid

System in urban areas include the following five classes of roadways: 1. Interstates; 2. Other

expressways; 3. Principal arterials; 4. Minor arterials, 5. Major collectors. For areas considered to be

rural, the road classifications are identical to the above for urban areas with minor collector roadways

added to the mix.

Typically, under this scenario, traffic volume data is not provided for local roads. Local roads tend to

carry a lower volume of daily or annual traffic, but collectively they represent the roadways with the

greatest number of linear miles of pavement.

In Addition, two intersection turn movement counts at the locations of State Route 225 and Boney

Road (BIA Route 9) and State Route 225 and School Entrance.

The outcome of the capacity analysis that was previously completed determined the levels of service

(LOS), shown on Table 3 for each intersection analyzed. The analysis was performed using the

Capacity Software (HCS). In general, LOS is defined in terms of delay, i.e., the measure of a driver’s

discomfort, fuel consumption, and lost travel time. The LOS criteria for unsignalized intersections are

related to general delay ranges. No time values (i.e., number of seconds per delay) are assigned.

Criteria are based on the unused capacity of the lane in question and are rated from “A” through “F”

with “A” meaning little delay and “F” denoting long delays and heavy congestion.

•

Level of Service A — Best, free flow operations (on uninterrupted flow facilities) and very low

delay (on interrupted flow facilities). Freedom to select desired speeds and to maneuver

within traffic is extremely high.

Level of Service B — Flow is stable, but presence of other users is noticeable. Freedom to

select desired speeds is relatively unaffected, but there is a slight decline in the freedom to

maneuver within traffic.

Level of Service C — Speed is becoming affected by the presence of other users. Maneuvering

within traffic requires substantial vigilance on the part of the user.

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•

Level of Service D — High density but stable flow. Speed and freedom to maneuver are

severely restricted. The driver is experiencing a generally poor level of comfort and

convenience.

Level of Service E — Flow is at or near capacity. All speeds are reduced to a low, but relatively

uniform value. Freedom to maneuver within traffic is extremely difficult. Comfort and

convenience levels are extremely poor.

Level Service F — Worse, facility has failed, or a breakdown has occurred.

The Transportation Research Board’s Highway Capacity Manual recommends that the capacity under

ideal conditions for unsignalized intersection two-way stop control should not exceed 1,060

passenger cars per hour per lane or movement.

In general, for rural areas, LOS A and B represent no congestion, LOS C and D represent moderate

congestion, and LOS E and F represent severe congestion.

The results of the previously completed intersection turning movement counts are summarized in

Appendix A. In general the highest peak volumes were observed during 7:30 am to 8:30 pm and 3:30

pm to 5:45 pm. Over the past 10 years there has only been a total of 2.25% growth on the reservation

that equals a growth rate of .22% a year. The traffic volumes have not had any significant growth in

the past 10 years and are currently not projected to have significant growth in the future. The

projected ADT’s in Appendix A are significantly higher than the 2042 projected ADT’s based on actual

growth rate therefore, the cost to collect additional traffic counts would not add value to this report.

In addition, no traffic volume issues were observed or reported at these intersections. All

intersections have a level of service “A”, representing free flow, freedom to select desired speeds and

to maneuver within the traffic stream is extremely high. Minimum speed — 60 miles per hour (mph).

Table 3: Turning-Movement-Count Intersections: Level of Service (LOS)

Intersection

Peak Hour Analyzed

State Route 225 & Boney Road (BIA

Route 9)

7:00am — 8:00am

State Route 22S

& Boney Road (BIA Route 9)

8:00am — 9:00am

State Route 225

& Boney Road (BIA Route 9)

4:00pm — 5:00pm

Signalized

Level of Service

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State Route 225 & Boney Road

(BIA Route 9)

5:00pm — 6:00pm

State Route 225

& School Entrance

7:00am — 8:00am

State Route 225 & School Entrance

8:00am — 9:00am

State Route 225

& School Entrance

4:00pm — 5:00pm

State Route 225 & School

Entrance

5:00pm — 6:00pm

1.4.4 Other Modes of Traffic

Existing Pedestrian, Bicycle, and Equestrian Facilitates

Currently there are 2 crosswalks on SH-225 at the Owyhee School with no receiving handicap ramps

or sidewalks at either end. There are some intermittent sections of sidewalks within developments

inside the town of Owyhee but no sidewalks along the public roads. Pedestrians primarily use the

shoulders of the roads for walking.

A new gravel path was recently constructed along SH-225 from the Owyhee townsite north to the

Shoshone-Paiute Tribes Government Center.

Currently there are no bicycle lanes or designated equestrian trails within the study area. Bicyclists,

particularly along SH-225, are forced to utilize vehicle travel lanes because of narrow shoulders Along

SH-225.

Pedestrian Needs

The Reservation currently has limited pedestrian and bicycle facilities, input from stakeholders and

community members suggests an overriding need for increased pedestrian access between

residential areas and activity centers. Sidewalks, paths, pedestrian related needs, and bicycle facilities

include:

• Sidewalks with additional street lighting are needed in the Owyhee School area and townsite

for children to walk to/from schools.

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•

Sidewalks are needed along the BIA roads and SH-225 throughout the Owyhee townsite for

pedestrian movement.

The newly constructed gravel path needs to be paved in the future and lengthened to the

north to the waste management site.

Existing Transit Services

Currently there is no official public transit service within the Duck Valley Indian Reservation. Elko

County has the Southern Nevada Transit Coalition. This is a private, non-profit organization. However,

it currently does not serve the Duck Valley Indian Reservation.

The Owyhee Community Health Facility who provides Ambulatory Care Services has been awarded

funding to increase its transit capabilities.

Amtrak is operated out of Elko, Nevada. There are several train schedules available. Union Pacific

Railroad also operates out of Elko.

Scenic Byways

The National Scenic Byways Program is part of the U.S. Department of Transportation, Federal

Highway Administration. The program is a grass-roots collaborative effort established to help

recognize, preserve, and enhance selected roads throughout the United States. Idaho and Nevada

have designated Scenic Byways; however, there are none within the Duck Valley Indian Reservation.

Aviation

The closest airport to the Duck Valley Indian Tribe is their airport located west of Owyhee. In

September 2010, the existing airport was renovated.

The Owyhee Airport is a public use airport located west of the central business district of Owyhee in

Elko County Nevada. It is owned by the Shoshone-Paiute Tribe and is within the Duck Valley Indian

Reservation. The airport was originally built by the United States Army Air Force in 1942 and was

known as Owyhee Flight Strip.

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Figure 6: Owyhee Airport Location

The Boise Airport, also known as Gowen Field is located approximately 140 miles northwest from the

Duck Valley Indian Reservation. Gowen Field is a joint civil-military, commercial and general aviation

airport. The airport is operated by the city of Boise Department of Aviation and is overseen by the

Airport Commission. Boise is a landing rights airfield requiring international general aviation flights to

receive permission from a Customs and Border Protection officer before landing on the field. In

addition to being a commercial and general aviation airport, Boise also sees usage by the Idaho Air

National Guard on the Gowen Field Air National Guard Base portion of the airport. The National

Interagency Fire Center is based in the city of Boise and the Boise Airport is used for logistical

support. The United States Forest Service also uses Boise Airport as a base for aerial firefighting air

tankers during the wildfire season.

The Elko Regional Airport is located approximately 97 miles southeast from the Duck Valley

Indian Reservation. Elko Regional Airport has two runways: commercial and general aviation. General

Aviation hangers and tie downs are located on the east end of the airport. The new Air Carrier

Passenger Terminal is 20,000 square feet and is located on the interior of the airport. The new

terminal is accompanied by a 300-space vehicle parking lot accessible from Mountain City Highway.

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1.4.5 Future Traffic Conditions

In its most basic form, travel demand is a measure of the number of people (or their vehicles) who

travel to and from all the various possible locations within and outside of a given area. That travel

must take place on a transportation system or network, in this case, a road network. Projection of

travel demand has three components: trip generation, trip distribution, and trip assignment.

The type and degree of development projected for the year 2042 on the reservation or in its vicinity is

based on information provided by tribal members, staff and other officials or agencies.

The factors used in the generation of trips were determined from a review of the Shoshone-Paiute

Tribes Economic Summit report, Market Analysis & Business Plan Development, and future planned

housing development from the Tribal Housing Authority.

In developing a 20-Year Transportation Plan for the community, we have made assumptions based

upon the awareness of the existing conditions and of the plans to meet current and future needs.

Using these assumptions, we have projected the degree of development that is probable by the year

2042 given the population to be served and the economic resources available for implementing

development plans.

The road network must accommodate existing as well as projected traffic volumes that can be

determined through present and projected growth patterns.

1.4.6 Development Plans

The following projects have been identified as potential development plans for the Shoshone-Paiute

Tribes based on the Economic Summit report, Market Analysis & Business Plan Development, and

future planned housing development from the Tribal Housing Authority.

Planning Area

Potential Development

101 Ranch - Recreation

• Lodging (Bed and Breakfast)

• Catch and release fishing

• Wildlife viewing

• horseback riding

Rizzi Ranch - Recreation

• Develop hot springs

• Hunting operation

USFA Transfer of Land to the Tribes - 15 miles

from the Shoshone Paiute Tribal Community Center in Owyhee, Nevada

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• Seven (7) houses on it in varying stages of disrepair to develop for Tribal employees

Wild Horse Reservoir – Campgrounds and Site Improvements

• Improve ten (10) campsites

• Reinstate full-service RV park site

• Create day-use areas

• Implement Master Plan

Mountain View Lake – Implement Master Plan

• Add Cabins/Tepee lodging on the site, potable water, irrigation, bathroom upgrades and

overall site improvements

• Evaluate Mountain View Reservoir improvements to determine application to Billy Shaw

Reservoir and Sheep Creek Reservoir

Fish Hatchery

• Fish, Wildlife and Parks currently purchases all stocked fish from an outside source at a cost of

approximately $200,000 annually. This expenditure could be transferred to the operations of

a Tribal-owned hatchery, which would take care of local needs and provide employment.

Infrastructure Plans at Existing Developments or Unknown Locations

• Airport Communications at the Airport

• Internet Café in the Deli

• Wildhorse Marina (renovate and open)

• Auto Repair Shop

Economic Development Plans

• Fly Fishing Guide Service

• Hunting Guide Service – Game Birds

• Bed & Breakfast Lodge

• RV Park Expansion at the Travel Plaza

• Arts and Crafts Marketplace at the Travel Plaza

• Wilderness Camping

• Sportsman’s Shop

Housing Development Plans – Housing development is planned along SH-225

• 35 lots, 35 new homes

• Community Center

New Combined Owyhee School – New School, all Grades, is planned off SH-225, east of the grocery

store

• School Building K-12

• Outdoor Gathering Area

• Outdoor Stadium

• Maintenance Building/Area

• Parking Areas

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The most reliable way to estimate the traffic generated by a proposed development is to use the trip

generation rates observed at an existing development of similar land use and building type. For these

types of developments, the accepted source document of trip generation rates (Trip Generation,

current Edition - Washington, D.C., Institute of Transportation Engineers) should be used.

Trip generation calculations will need to be performed for average weekday trips and weekday AM

and PM peak-hour trips 20 years beyond the initiation of each development. This information is used

to develop recommendations for road improvement programs. Future volumes, including

programmed improvements, are analyzed against the capacities of existing roadways to develop road

improvement projects.

1.5 Evaluation of Improvements

This section presents the initial improvement concepts and the criteria used for evaluating

recommendations for the study area. Initial concepts were developed based on deficiencies and

needs identified in the existing conditions analyses, future land use, socioeconomics, traffic

conditions, and the goals and objectives established by the Shoshone-Paiute Tribes.

1.5.1 Evaluation Criteria

Transportation system deficiency analysis and input from the public, stakeholders, and

Transportation Safety Plan resulted in a comprehensive list of existing and future transportation

issues and needs for the Shoshone-Paiute Tribes. Potential improvements identified were evaluated

and prioritized to determine the projects/improvements that best serve the needs of the Duck Valley

Indian Reservation. The following summarizes the criteria utilized to evaluate and to quantify the

benefits of each potential transportation improvement option. Based on the results of the evaluation,

projects were prioritized into short-, mid-, and long-term implementation phases. Planning level cost

estimates were also developed based on typical per mile/foot construction costs in 2022. Estimated

costs for each project are expressed in 2022 dollars and do not include ROW acquisition costs. This

report assumes the Tribes will donate needed ROW for transportation needs. Actual costs for

projects could vary at the time of implementation; therefore, a detailed analysis should be performed

on a case-by-case basis to determine actual costs. Unless otherwise noted, the recommended

projects are not yet funded.

Safety

• Objectives

o Reduce vehicle, pedestrian, and bicycle collisions

o Improve access for emergency services

• Measures

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o Improves overall Safety

o Serves as alternative/emergency access route

o Enhances pedestrian/bicyclist Safety

Infrastructure Preservation/Maintenance

• Objectives

o Preserve and maintain existing transportation infrastructure.

• Measures

o Preserves existing infrastructure

Mobility and Accessibility

• Objectives

o Reduce congestion, bottlenecks, and travel times for all modes

o Support future traffic demand

o Improve linkages between vehicular, transit, pedestrian, and bicycle modes

• Measures

o Improves overall Safety

o Serves as alternative/emergency access route

o Enhances pedestrian/bicyclist Safety

Economic Development

• Objectives

o Support economic growth

• Measures

o Serves tourist or economic development

Environmental and Title VI Impacts

• Objectives

o Protect natural and cultural environment

o Avoid or minimize negative impacts on Title VI population groups

• Measures

o Impact on environmental/cultural resources

o Impact on Title VI

Implementation Feasibility

• Objectives

o Minimize capital cost of improvements, including preservation of ROW

o Reduce ROW impacts

o Implementable and flexible

• Measures

o Construction feasibility

o Cost effectiveness

o ROW impacts

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1.5.2 Paved Road Treatments

On-going, paved road maintenance and pavement reconstruction is critical to the overall safety and

convenience of the Shoshone-Paiute Tribe's transportation network. Maintaining a road's pavement

condition can lessen maintenance costs on vehicles, improve overall safety, and provide motorists

with a smoother, more comfortable ride. Pavement improvement projects include:

•

Pavement Rehabilitation: Minor rehabilitation consists of non-structural enhancements to

eliminate age-related, top-down surface cracking that develops in flexible pavements due to

environmental exposure. Major rehabilitation consists of structural enhancements that both

extend the service life of an existing pavement and/or improve its load-carrying capability.

Surface treatment methods include micro surfacing, chip seal, slurry seal, and crack seal.

•

Pavement Reconstruction: Complete removal and replacement of the existing pavement

structure. Required when a pavement has either failed or has become functionally obsolete.

Reconstruction is also warranted when pavement needs to be widened to meet roadway

standards.

Most of the paved BIA roads within the reservation are in poor condition due to lack of preventative

maintenance in the past. The only roads that are in good repair are Route 2, Chinatown Road and

Route 3, Airport Road since Airport Road was reconstructed in 2010 and Chinatown Road was

rehabilitated (CRABS) in 2020. This only makes up approximately 5 miles of the 25.2 miles of BIA

paved roads within the Reservation. There are still over 20 miles of paved roads that need

rehabilitation or full reconstruction however, these type of construction activities are cost prohibitive

compared to the annual FHWA funding currently available to the Tribes. The Tribes receive just over

1.1 million dollars in funding a year to perform transportation improvement on their system.

TYPE OF IMPROVEMENT

COST PER MILE

Full Reconstruct

Rehabilitation (CRABS)

Preventative Maintenance (Chip Seal w/ Crack

Seal)

$ 2,800,000

$ 700,000

$ 130,000

Based on the costs shown above and without additional funding available it, is cost prohibitive to fully

reconstruct the BIA roads. The Tribes annual funding is not enough to reconstruct ½ mile of road each

year. In addition, as shown below in the priority projects there are over 6 miles of existing gravel

roads that are bus routes that the Tribes would like paved. With the economical constraints the

Tribes will put forth a cost-effective approach to improving the roadway system using preventative

measures and rehabilitation measures, where applicable. Outside funding in the form of grants will

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be pursued to perform the cost prohibited reconstruction projects. Available grants will be discussed

in section 1.7.1 of this report.

1.5.3 Unpaved Road Treatments

Paving road surfaces results in several benefits, including reduced vehicle maintenance, improved

driving experience and safety, and reduced dust emissions. The priority list below identifies gravel

roads the Tribes want to pave. Most roads located within the Duck Valley Indian Reservation are

unpaved roads. Since these roads are low volume facilities, they generally do not meet the minimum

requirements to qualify for paving; therefore, continued maintenance of these roads will be required.

Gravel roads often have the advantage of lower construction and sometimes lower maintenance

costs. If properly maintained, a gravel road can safely serve traffic for many years.

1.5.4 Shoshone-Paiute Tribes Proposed Projects

The recommended 20-year transportation plan for the Duck Valley Tribe consists of an integrated set

of roadway improvements/construction projects needed to meet current and projected goals.

This list has been prepared to allow some items that could be delayed due to State funding and/or

negotiations/discussions with other agencies, the potential to ‘slide’ (up or down) within the list until

such time as funding becomes available.

The “Short Term Projects” are being put forth to identify the projects proposed first (highest priority)

at this time.

5-YEAR TRANSPORTATION IMPROVEMENT PROJECTS (TTPTIP, See Figure 23)

1. Rodeo Grounds Road, Route 102

Rodeo Grounds Road is the main access to the Tribal Fire Station and Rodeo Grounds. PS&E has

been completed to reconstruct and pave 0.25 miles (See Figure 8).

2. Newtown Subdivision Improvements

Pave, curb and gutter, sidewalk. These will need to be placed on the TTP road inventory (See

Figure 7).

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Figure 7: Priority Project #2

3. Chinatown Loop, Routes 12, 13, and 15

Improve deteriorated paved road bus routes. PS&E has been completed to pulverize, mix asphalt

with base, add cement, compact, and repave 2.5 miles (See Figure 8).

4. Boney Lane, Route 9

Pavement repair, crack seal, chip seal 3 miles (See Figure 8).

5. S. Thacker Lateral, Route 14

Pave to improve safety on gravel road bus routes. PS&E has been completed to pave the gravel

roadway for 1.0 miles (See Figure 8).

6. Manning Rd, Route 13

Pave to improve safety on gravel road bus routes. PS&E has been completed to pave the gravel

roadway for 0.8 miles (See Figure 8).

7. Premo Ln, Route 142

Pave to improve safety on gravel road bus routes. PS&E has been completed to pave the gravel

roadway for 0.5 miles (See Figure 8).

8. Jones Rd, Route 141

Pave to improve safety on gravel road bus routes. PS&E has been completed to pave the gravel

roadway for 0.6 miles (See Figure 8).

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9. BIA Route 2, Sheep Creek Road, after the 'Y'

Pave to improve safety on gravel road bus routes. PS&E has been completed to pave the gravel

roadway for 2.1 miles (including bus turn around), from existing paving to the southwest to (and

including) the bus turn around (See Figure 8).

Figure 8: Priority Projects, #1, 3, 4, 5, 6, 7, 8, 9, & 11

10. New BIA Route (Access to New Owyhee Combined School)

Construct new route to proposed Owyhee Combined School. Will need to be placed on the TTP

road inventory (See Figure 9).

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11. New BIA Route, Transfer Street (Access to New Owyhee Combined School)

Reconstruct new route to access proposed Owyhee Combined School. Will need to be placed on

the TTP road inventory (See Figure 9).

Figure 9: Long-Term Priority Project #10 and 11

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LONG-TERM TRANSPORTATION IMPROVEMENT PROJECTS (TTPTIP shown in table further below)

12. Route 22

Grade and pave from BIA Route 14 (Thacker Lateral Road) to SR 225 (See Figure 12).

13. Black Eagle Rd, Routes 301/304

Pave to improve safety on gravel road bus routes. PS&E has been completed to pave the gravel

roadway for 0.5 miles (See Figure 8).

14. BIA Route 101 (Owyhee Community Streets)

Reconstruction with curb and gutter and sidewalks (See Figure 10).

Figure 10: Long-Term Priority Project #14

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15. Pathway- Along West Side of SH-225

The pathway has been started. Along west side of SH-225 from the post office to the State line.

From the Owyhee townsite to the Tribal Business Center gravel has been placed with some ADA

ramps. Complete the pathway to the State line and fully pave it (See Figure 11).

Figure 11: Long-Term Priority Project #15

16. Jones Rd, Route 141

From BIA Route 14 (Thacker Lateral Road) to SR 225 (2.25 miles): This project consists of grading,

draining, and paving 1.0 mile of unimproved road; the remaining of 1.25 miles of gravel road will

consist of grading, draining, and paving as well. (See Figure 12).

17. Mountain View Road, Route 8

Grade and pave from Mountain View Reservoir to SR 225 (See Figure 13).

18. Sunset Drive, Route 104

Grade and pave Gah Nee employee housing road (See Figure 12).

19. National Guard Road, Route 901

Construct new road to extend Route 901 to connect roadways (See Figure 12).

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Figure 12: Long-Term Priority Projects #12, 16, 18, 19, & 21

20. Pleasant Valley Road, Route 903

Grade and pave from existing gravel to mouth of canyon (See Figure 13).

Figure 13: Long-Term Priority Projects #17 & 20

21. Thacker Lateral, Route 14-2

Construct new road between Boney Lane to National Guard (See Figure 12).

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22. Spring Valley Roadways

Make improvements to the existing urban roadways. These will need to be placed on the TTP

road inventory (See Figure 14).

Figure 14: Long-Term Priority Project #22

23. Thomas Loop Subdivision Improvements

Pave roadways and driveways. These will need to be placed on the TTP road inventory (See Figure

15).

Figure 15: Long-Term Priority Project #23

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24. Duck Valley housing Authority New Subdivision

Off SH-225, Proposed subdivision roads with 35 lots. These will need to be placed on the TTP road

inventory (See Figure 16).

Figure 16: Long-Term Priority Project #24

5-YEAR TRANSPORTATION BRIDGE IMPROVEMENT PROJECTS (TTPTIP, See Figure 24)

1. H328

Existing 100-foot span bridge on Route 22 needs replaced based on visual inspection (See Figure

17).

2. 326H

New 100-foot span bridge on Route 141 (See Figure 17).

3. H327

Existing 130-foot span bridge on Route 203 with a sufficiency rating well below 50 needs to be

replaced (See Figure 18).

4. H309

Existing 23-foot span bridge on Route 12 with a sufficiency rating well below 50 needs to be

replaced (See Figure 17).

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Figure 17: Priority Bridge Projects #1, 2, & 4

Figure 18: Priority Bridge Project #3

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LONG-TERM TRANSPORTATION BRIDGE IMPROVEMENT PROJECTS

1. DVIR 124

Construction of a new bridge across the Owyhee River on BIA Route 124 to provide safe, allweather access to agricultural areas in the far southeastern portion of the reservation. (Sugar Loaf

area).

2. DVIR 123

Construction of a new bridge across the Owyhee River on BIA Route 123 to provide safe, allweather access to agricultural areas in the far southeastern portion of the reservation.

3. DVIR 909

Construction of a new bridge across the Blue Creek on BIA Route 909 to provide safe, all-weather

access to agricultural areas in the far north-central portion of the reservation.

SAFETY IMPROVEMENT PROJECTS (See Figures 19, 20, and 21)

1. Miscellaneous Projects: Signing, Striping, Guardrail, Etc.

Traffic signs and striping communicate rules, warnings, and guidance to drivers to navigate the

roadway system safely and effectively. Guardrail provides safety to the driver where objects and

non-traversable side-slopes exist. Many of the BIA roads do not have adequate signage, striping

and guardrail. Projects need to be planned to make the necessary safety improvements

throughout the reservation.

2. LIGHTING PROJECTS

Street and pedestrian lighting is intended to create a safe, nighttime environment by increasing

visibility between pedestrians, motorists, and their surroundings. For motor vehicles, installing

street lighting improves driver's visibility and in turn can reduce the risk of traffic accidents and

the severity of crashes. Good outdoor lighting can also create and encourage a pedestrian friendly

environment by providing extended hours of light to utilize pedestrian facilities. The following

locations/intersections need lighting:

• Duck Valley Gas N Go

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Figure 19: Proposed Lighting at the Gas N Go

•

SH-225 and Academic Way

Figure 20: Proposed Lighting at SH-225 and Academic Way

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•

SH-225 and Sho-Pai St.

Figure 21: Proposed Lighting at SH-225 and Sho-Pai St.

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MAINTANANCE IMPROVEMENT PROJECTS

1. Culvert Replacement Program

Existing culverts throughout the Reservation are in very poor condition and need to be replaced

before failure occurs. Currently there is one culvert that has failed requiring the Tribes to close

the route. This program will include culvert inspection, evaluation, reporting and ultimately

replacement of culverts specified for replacement. A schedule of the culverts to be replaced will

be developed for the next 5 years.

Figure 22: Typical Culvert Replacement

2. Pavement and Asset Management System/Prev. Maint. & Rehab Projects

Acquire Software, collect data, analyze, develop reports, and plan, and perform preventative

maintenance and rehabilitation projects on TTP roads.

This system will provide a systematic process of collecting and analyzing pavement data so that

cost-effective strategies can be selected to provide and maintain pavements in a serviceable

condition. The following routine maintenance activities will be developed and scheduled over 20years for all BIA routes.

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•

Pavement Patching, Crack Sealing, Chip Sealing, Overlays, Full-Depth

Reclamation/Rehabilitation, Reconstruction

Shoulder Maintenance, Drainage and Structure Clean-out and Repair, Guardrail Replacement,

Repair, and Cleaning

Striping, Sign Replacement, Fence, Cattleguard, and Gate Clean-Out and Repair

Figure 23: Pavement Condition Versus Time Curve

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TRANSPORTATION IMPROVEMENT PROJECTS (TTPTIP fiscally constrained)

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Figure 24: Fiscally Constrained TTIP

1.5.5 State Department Proposed Projects

The Statewide Transportation Improvement Program (STIP) is a four-year financial document that

lists all projects expected to be funded in those four years with Federal participation. The current

document for the state of Nevada is for federal fiscal years 2021 through 2024. The STIP is updated

periodically throughout its life. The January 28, 2021, approved project listing provides information

on all Nevada Department of Transportation projects. The County of Elko further identities these

projects that are only within Elko County.

NEVADA DEPARTMENT OF TRANSPORTATION PROJECTS

1. Duck Valley Shoshone Paiute Tribe Van Acquisition for New Transit Program (2021 - $73,605)

Duck Valley Shoshone Paiute Tribe Van Acquisition for New Transit Program - Duck Valley

Shoshone Paiute Tribe is a rural private non-profit and tribal (Native American) agency that is

seeking to start transit service for the public with special consideration to the elderly and persons

with disabilities. The funding will be used to purchase an accessible van to provide access to

services within the community and in larger nearby communities with more amenities and

services.

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IDAHO TRANSPORTATION DEPARTMENT PROJECTS

Idaho’s Statewide Transportation Improvement Program is for Fiscal Years 2022 through 2028. The

Duck Valley Indian Reservation falls within District 3 for the state. There are no programmed projects

at this time that would have any impact on the Duck Valley Indian Reservation.

1.5.6 Tribal Transportation Program Update Recommendations

The National Tribal Transportation Facility Inventory (NTTFI) is a comprehensive national inventory of

all tribal transportation facilities that are eligible for TTP funding, and includes specific facility

information, such as classification, route/bridge number, current and projected traffic volumes,

pavement conditions, etc., and is utilized for the ongoing review of facility conditions. This inventory

is utilized as the basis to identify a tribe's transportation system, determine the transportation needs

of a tribe, and serves as a basis for apportioning federal funds.

To obtain funding and accurately report the status of the tribe's transportation system, the current

NTTFI for the Shoshone-Paiute Indian Tribes was reviewed against field review conditions and to

identify necessary corrections and updates. Below Tables provide summaries of the proposed

mileage revisions to the Tribe's NTTFI. Figures shown further above illustrate the roadways

recommended for inclusion in the NTTFI.

TABLE 4: SUMMARY OF PROPOSED BIA ROAD SYSTEM MILEAGE REVISIONS

Miles

Existing BIA DOT Inventory

297.5

Roads to be Added to BIA System

3.9 plus Rizza and Mt

City Roads, New

Owyhee Combined

School Access Rd

0.0

Roads to be Deleted from BIA System

Other Route Mileage Corrections

Proposed BIA Road System

301.4 plus Rizza and Mt

City Roads TBD

TABLE 5: SUMMARY OF PROPOSED TRIBAL ROAD SYSTEM MILEAGE REVISIONS

Miles

Existing Tribal Inventory

9.5

Roads to be Added to BIA System

Roads to be Deleted from BIA System

0.0

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Other Route Mileage Corrections

0.0

Proposed Tribal Road System

9.5

TABLE 6: SUMMARY OF PROPOSED NON-BIA ROAD SYSTEM MILEAGE REVISIONS

Miles

Existing Non-BIA DOT Inventory

48.5

Roads to be Added to Non-BIA System

Roads to be Deleted from Non-BIA System

Other Route Mileage Corrections

0.0

Proposed Non-BIA Road System

48.5

1.5.7 BIA Road Maintenance

The BIA is obligated by CFR 25, Part 170, to maintain the BIA Road System to a safe and satisfactory

standard based on the availability of funds and the road's as-built condition. Road maintenance funds

are appropriated by Congress and allocated to the BIA separately from the Federal Highway Trust

Funds (HTF) used for initial construction. Road maintenance funds are used to provide an optimal

level of road maintenance based on the road condition and the availability of funds. Road

Maintenance activities include: the preservation and repair of the road surface, blading roadway

shoulders and ditches, clearing drainage structures, snow removal and the installation/replacement

of traffic control, directional and street signs.

Typically, the Agency Road Engineers/Managers work with the tribes in establishing a road

maintenance program to determine the type and level of maintenance to be performed on BIA roads

within each reservation based on Agency's road maintenance budget. Maintenance priorities are

frequently determined by weather and/or road conditions which inhibit access to and from

communities to employment centers, community services and health facilities. Emergency road

conditions have highest priority. Other priorities are determined based on surface type and use.

If roadways funded and constructed with HTF are not properly maintained, then future HTF road

construction funds can be withheld. This situation might occur if maintenance funding is limited such

that adequate repairs and upkeep of the roadway are not possible.

1.6 Affective Environment and Environmental Concerns

Inventory of the physical, natural, and cultural environment is an important component of the

transportation planning process. When environmental conditions and concerns are reviewed in the

early stages of the transportation planning process, transportation solutions can be developed to

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avoid or lessen the negative impacts on the natural environment. This chapter presents a review of

environmental conditions within the study area.

1.6.1 Topography and Geology

The general project area, the Owyhee River Valley, and associated drainages, provide subsistence for

numerous species of plants and animals. The immediate project area which includes the Duck Valley

Reservation is in the Lower Middle Snake Sub Basin. Elevation varies greatly. Higher elevations

include the Owyhee Mountains that include South Mountain (7,850 feet), Juniper Mountain (6,775

feet) and the Silver City Range (8,100 feet). The mountain ranges are carved by canyons which drain

into the Owyhee and Snake Rivers. A sagebrush steppe environment characterizes much of the

region with the area receiving levels of precipitation ranging between eight and twelve inches

annually.

Recommendations for Further Analysis

A geotechnical evaluation of soils will need to be conducted during the design phase of project

implementation to determine pavement, slope protection, and structural needs.

1.6.2 Vegetation

Approximately 30 percent of the region’s vegetation is composed of exotic annuals, which include

exotic mustards, cheatgrass, and others. About 40 percent consists of native shrub communities,

including big sagebrush, winterfat, and shadscale communities. The remaining area is dominated by

native perennial grasses-chiefly Sandberg's bluegrass and bottlebrush squirrel tail.

The native vegetation types surrounding the flatter, valley floor study areas have been highly

manipulated due to agricultural practices. These low-lying areas are primarily used for grass, hay, and

pasture. The wetland plant community dominants within the study area include sandbar willow,

broadleaf cattail, reed canary grass, Baltic rush, and meadow barley. Some of the roadsides within

the irrigated agricultural area have stands of sandbar willow but facultative upland plants dominate

the understory. Wood’s rose, which is also facultative upland, was also mixed in with the willow in

several locations.

Recommendations for Further Analysis

Any roadway improvement projects have the potential to affect native plants. During the design

phase, a detailed review will need to be conducted to identify impacts on protected plant species.

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1.6.3 Biology

Within the region, there are several animal species found in association with the modern vegetative

distributions. These are part of the Northern Great Basin Complex which includes mule deer, jack

rabbits, coyote, badger, Townsend's ground squirrel, kangaroo rat, and mice. Several species of

avifauna inhabit the area as well, including eagles, hawks, owls, falcons, larks, curlews and magpies.

The United States Fish and Wildlife Service (USFWS) has identified three (3) federally listed species

that may be present in the study area. See Table 7. No designated or proposed critical habitat areas

were identified.

Table 7: USFWS Federally Listed Threatened and Endangered Species for the Study Area

Common Name/

Scientific Name

Columbia Spotted frog

(Rana luteiventris)

Greater sage-grouse

(Centrocercus urophasianus)

Gray wolf

(Canis lupus)

Status

Habitat

Candidate

Riparian areas where emergent vegetation and

standing

water are present, within the sage-juniper

shrublands; in

or near permanent bodies of water.

Candidate Sage-brush areas at elevations ranging from 4,000 to

over

9,000 feet.

Proposed Habitat varies from temperate forests, mountains,

Endangered tundra,

taiga, and grasslands; require ungulate prey and

human caused mortality rates that are not excessive.

The USFWS also identified 15 migratory birds of concern that may be present in the study area. See

Table 8.

Table 8: Migratory Birds Potentially Present in the Study Area

Common Name

Scientific Name

Seasonal Occurrence in the

Project

Brewer’s Sparrow

Spizella breweri

Breeding

Calliope Hummingbird

Stellula calliope

Breeding

Greater sage-grouse

Centrocercus urophasianus

Year-round

Bald eagle

Haliaeetus leucocephalus

Wintering

Eared Grebe

Podiceps nigrocollis

Breeding

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Burrowing Owl

Athene cunicularia

Breeding

Green-tailed Towhee

Pipilo chlorurs

Breeding

Sage Thrasher

Oreoscoptes montanums

Breeding

Olive-sided flycatcher

Contopus copperi

Breeding

Lewis’s Woodpecker

Melanerpes lewis

Breeding

Loggerhead Shrike

Lanius ludovicianus

Breeding

Long-Billed curlew

Numenius americanus

Breeding

Fox Sparrow

Passerella liaca

Breeding

Short-eared Owl

Asio flammeus

Year-round

Swainson’s hawk

Buteo swainsoni

Breeding

The protection of birds is regulated by the Migratory Bird Treaty Act (MBTA) and the Bald and Golden

Eagle Protection Act (BGEPA). Any activity, intentional or unintentional, resulting in take of migratory

birds, including eagles, is prohibited unless otherwise permitted by the USFWS. Any potential projects

within the study area have the potential to affect nesting birds protected under the MBTA, if any

migratory birds are present in the proposed project areas.

Recommendations for Further Analysis

Construction within the study area may have the potential to affect the USFWS threatened and

endangered species list and nesting birds protected. During the design and environmental overview

phase of project implementation, a detailed biological analysis will need to be conducted to

determine the specific presence/absence of projected species and potential mitigation measures.

1.6.4 Hydrology

The study area is located within the Duck Valley Indian Reservation, an area containing the Owyhee

River, Sheep Creek Reservoir, Mountain View Reservoir, and lake Billy Shaw as well as numerous

sloughs, streams, and springs. Duck Valley also contains several large irrigation canals including the

Duck Valley Canal, the Thacker Lateral Canal, and the Agency Canal. Water features in Duck Valley

contribute water to the Owyhee River which flows northwest into Lake Owyhee and eventually the

Snake River in eastern Oregon.

Water Quality

The Shoshone-Paiute Tribes operate the Water Pollution Prevention (WPP) program to protect the

Water Resources on lands owned by the Shoshone Paiute Tribes. These lands are the Duck Valley

Indian Reservation (DVIR) and lands recently acquired south of the DVIR. The Water resources are

Surface Water and Groundwater.

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The Tribes WPP program is supported by CWA 106 funds administered through the U.S.

Environmental Protection Program. Hence two of the primary goals of the program is to satisfy the

goals set forth by the Clean Water Act and to satisfy administrative goals of the Shoshone-Paiute

Tribes. Section 101 of the CWA states “The objective of this Act is to restore and maintain the

chemical, physical, and Biological integrity of the Nation’s waters.” Likewise, the goal of the Tribes is

to manage its resources so that the water bodies on tribal lands are fully supporting designated or

existing beneficial uses in accordance with the Tribes Water Quality Standards.

The program works with- others to achieve results. These include other tribal programs as well as the

administration and Tribal Council. The government entities that the WPP program works on are

projects for Federal and State. Professional consultants contribute to the success of the ShoshonePaiute Tribal Water Pollution Prevention program.

Wetlands

The study area is located within the High Desert Wetlands sub-region of the greater Northern Basin

and Range Ecoregion. This sub-region includes valleys which contain remnant wetlands, floodplains,

alluvial terraces, lakes, reservoirs, and perennial/ephemeral streams. Vegetation commonly found in

wetter areas includes sedges, rushes, tufted hairgrass, meadow barley, creeping wildrye, and

bluegrass. Uplands are generally composed of various sagebrush species and native grasses (EPA

2012). The study area also contains several large irrigation canals including the Duck Valley Canal, the

Thacker Lateral Canal, and the Agency Canal. Water features in Duck Valley contribute water to the

Owyhee River which flows northwest into Lake Owyhee and eventually the Snake River in eastern

Oregon. Agriculture is the primary land use within the study area. Wetlands are defined by the

Environmental Protection Agency (EPA) as lands where saturation with water is the dominant factor

determining the nature of soil development and the types of plant and animal communities living in

the soil and on its surface. Wetlands typically are areas where water covers the soil or is present

at/near the surface of the soil year-round or during varying periods throughout the year.

With the goal of maintaining or increasing wetland area, enhancing wetland function, establishing

wetland parameters data, and identifying wetland areas in need of protection and/or restoration the

Shoshone-Paiute Indian Tribes, in accordance with Section 404 of the Clean Water Act, must take into

consideration potential impacts to waters of the U.S. (WOUS) and special aquatic sites as a result of

any proposed projects.

Recommendations for Further Analysis

A drainage analysis will need to be conducted during the design phase to determine the degree of

impacts on the area's hydrological features and to identify potential mitigation measures. During the

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design process, coordination will need to occur with the USFWS and EPA to identify and to

incorporate elements that protect wetlands in and around the study area.

1.6.5 Prime Range and Farmlands

Agriculture is the primary land use within the study area. During the site visit multiple fields were

observed being irrigated and hayed or grazed to provide feed for livestock.

Recommendations for Further Analysis

If land in the area of proposed projects is considered prime agriculture use, as identified by the

Tribes, analysis needs to be conducted to determine whether water delivery irrigation systems

associated with these lands are adversely affected by the recommended improvements.

1.6.6 Air Quality

Under the Clean Air Act (CAA), EPA sets limits on certain air pollutants, including setting limits on how

much can be in the air anywhere in the United States. The Clean Air Act also gives EPA the authority

to limit emissions of air pollutants coming from sources like chemical plants, utilities, and steel mills.

Individual states or tribes may have stronger air pollution laws, but they may not have weaker

pollution limits than those set by EPA.

Dust, due to most roadways being unpaved, is the main pollutant on the Reservation.

Recommendations for Further Analysis

During the proposed project construction best management practices should be used by the

Contractor or Tribes to control particulate matter (dust). Dust control procedures for existing gravel

roads using Calcium Chloride or Magnesium Chloride should be implemented each year.

1.6.7 Cultural Resources

Cultural resources are properties that reflect the heritage of local communities, states, and nations.

Properties judged to be significant and to retain sufficient integrity to convey that significance are

termed “historic properties” and are afforded certain protection in accordance with state and federal

legislation.

History

Descendants of the Western Shoshone and the Northern Paiute occupy the Duck Valley Indian

Reservation of Idaho and Nevada. Various bands of the two closely related tribes have jointly utilized

the area from time immemorial.

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On April 16, 1877, United States President Rutherford B. Hayes established the reservation for the

Western Shoshone and on May 4, 1886, United States President Grover Cleveland expanded the

Reservation for the Northern Paiute through respective Executive Orders. On July 01, 1910, United

States President William H. Taft further expanded the reservation by yet another Executive Order.

In the early days of the Duck Valley Reservation the people lived in earthen willow and sagebrush

huts. The tribal bands located at Duck Valley existed as best as they were allowed under the watchful

eye of the Indian Agent and Indian Police. Farming and ranching were the mainstay for the people.

The Shoshone and Paiute united at Duck Valley under the Indian Reorganization Act of 1934 and

formed a tribal government through a Constitution and Bylaws which was adopted in 1936.

Farming and Ranching are still mainstays for Duck Valley and is reflected in the 12,000 acres of

subjugated lands. The Duck Valley Reservation is composed of 289,819 acres held in trust by the

United States Government for the use and occupancy of the Shoshone-Paiute Tribes. Included in the

total acreage of the Reservation is 22,231 acres of Wetlands. Wildhorse Reservoir was constructed in

1936 for the Duck Valley Irrigation Project. Tribal membership is over 2,000 with approximately 1,700

living on the reservation. The Shoshone-Paiute Tribes of Duck Valley continue to exist within the

original territories of their ancestors.

Section 4(F) and Section 6(F) resources

Section 4(f) of the US Department of Transportation Act of 1966 and the Section 6(f) of the Land and

Water Conservation Fund (LWCF) Act are intended to protect the nation's recreational resources

from significant transportation-related impacts. Section 6(f) is a component of the LWCF Act of 1965

that protects recreational properties acquired or developed with LWCF Act funds that could be

affected by transportation projects. No Section 6(f) properties have been identified in the Duck Valley

Indian Reservation.

Section 4(f) stipulates that the FHWA and other DOT agencies cannot approve the use of land for

transportation improvements on publicly owned parks, recreational areas, wildlife and waterfowl

refuges, or public and private historical sites unless there is no feasible or prudent alternative, or the

projects include all possible planning to minimize harm to the property. The "use" of Section 4(f) is

defined in CFR Title 23, Part 771.135(p) as:

•

When property is permanently incorporated into a transportation facility;

When there is a temporary occupancy of land that is adverse in terms of the statute’s

preservation purpose; or

When there is a constructive use of a Section 4(f) property. A constructive use of Section 4(f)

resource occurs when the proximity impacts of a proposed project adjacent or nearby a

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Section 4(f) property results in a substantial impairment to the property's activities or features

that qualify a resource for protection under Section 4(f).

A historic site is considered a Section 4(f) property if it is eligible for the National Register of Historic

Places (NRHP) under Criterion A, B, or C if the site is associated with events that have made a

significant contribution to the broad patterns of our history, associated with the lives of persons

significant in our past, or embodies the distinctive characteristics of a type, period, or method of

construction, or that represents the work of a significant distinguishable entity whose components

may lack individual distinction. Within the immediate area of the Reservation, a number of smallscale surveys have been conducted. Potential Section 4(f) properties within the study areas include:

•

Small historic trash scatters and isolates.

11 historic buildings have been recorded with only the following 2 of these considered eligible

o Old Jail (Building 334)

o Old Powerhouse (Building 333)

Recommendations for Further Analysis

Additional analysis needs to be conducted into resources eligible for protection under Section 6(f)

and Section 4(f) to evaluate potential impacts of the proposed improvements on these resources.

1.6.8 Environmental Justice Review

Title VI of the Civil Rights Act of 1964 and related statutes ensure that individuals are not excluded

from participation in, denied the benefit of, or subjected to discrimination under any program or

activity receiving federal financial assistance based on race, color, national origin, age, sex, and

disability. Executive Order 12898, Federal Actions to Address Environmental Justice in Minority

Populations and Low-Income Populations, dictates that programs, policies, and activities identify and

address, as appropriate, disproportionately high adverse human health and environmental effects on

minority and low-income populations. Protected populations considered in this analysis include

minority, elderly, low-income, and disabled populations.

Multimodal transportation improvements would provide numerous positive impacts to

environmental justice populations in the study area. Enhanced pathways that provide bicycle and

pedestrian facilities would increase protected population's ease of access to local activity centers,

places of employment, medical services, and community facilities. Additionally, proposed roadway

improvements would benefit traffic accessing traditional Native American gathering areas, residential

access, and farming and ranching uses of these roadways, as well as postal and bus routes. During

construction, there would be only minimal, temporary restrictions to travel, which would impact all

users of the roadways equally.

HORROCKS ENGINEERS

SHOSHONE-PAIUTE TRIBES LRTP

Recommendations for Further Analysis

The potential positive and negative impacts on the protected populations should be discussed in the

environmental analysis of the design phase. Consideration should be given during the construction

phase of project implementation on the impacts to minority-owned businesses, the mobility needs of

the protected populations, and on residential parcels of protected populations. In addition, on-going

outreach efforts need to be made to include meaningful participation by all residents, including lowincome, disabled, below poverty and minority populations, throughout projects.

1.7 Transportation Plan Implementation and Updating

This transportation plan presents the results of a study completed in 2022. It reflects the current

requirements for transportation facilities to satisfy the Community's needs and is based upon the

existing conditions and anticipated future development within the Community and Tribal Priorities.

The plan should not be thought of as a static document. It should be viewed as a dynamic document

capable of being modified to meet changing social and economic development demands.

The plan should be reviewed by the Tribe and Federal Lands Highway office on an annual basis to

keep up with changes in Community development that may warrant a change in the project listing

and/or a change in a project's priority. Changes in the project listing should be coordinated with and

accomplished within the time frames established by the funding agency so as not to hamper the

implementation of the agency's road improvement program on the Community. The overall

Community transportation plan should be reviewed and updated every five years, or when there are

major changes in the tribe's land use plan. Five-year updates are currently planned by the Tribes

and/or FLH.

1.7.1 Funding Sources

The successful implementation of the Long-Range Transportation Plan for the Shoshone-Paiute Tribes

is contingent upon the availability of funding for design and construction of the improvement

projects. Primary funding sources for the area include Federal programs, BIA, NDOT, ITD, and other

regional government agencies.

Through the continuing appropriations act, the Infrastructure Investment and Jobs Act (IIJA).

Infrastructure Investment and Jobs Act:

• Generally referred to as the bipartisan infrastructure bill, this law authorizes $1.2 trillion in

total spending, including $550 billion of new spending on hard infrastructure.

•

The law also addresses climate change as it pertains to surface transportation.

HORROCKS ENGINEERS

SHOSHONE-PAIUTE TRIBES LRTP

•

It revises Buy America procurement procedures for highways, mass transit, and rail.

•

It implements new safety requirements for all modes of transportation.

•

It directs the Department of Transportation (DOT) to establish a program to ensure the longterm solvency of the Highway Trust Fund.

•

In total, this law addresses federal aid for highways and transit; highway and motor carrier

safety; hazardous materials; and rail programs of the Department of Transportation (DOT).

•

It incorporates and extends through 2022 the 2021 federal-aid highway, transit, and safety

programs as well as the federal-aid highway program, transit programs, highway safety, motor

carrier safety, and rail programs from 2023 through 2026.

•

The Infrastructure Investment and Jobs Act includes the $1.75 trillion+ Build Back Better Act

or social infrastructure plan. Together, the passage of both laws would necessitate spending

more than $3 trillion.

•

While the enacted Infrastructure Investment and Jobs Act legislation deals primarily with socalled hard infrastructure—including roads, bridges, waterways, and other physical

structures—the Build Back Better Act is a social safety net and climate bill (although the

Infrastructure Investment and Jobs Bill also contains climate-related provisions).

Under the Infrastructure Investment and Jobs Act the Tribal Transportation Program (TTP) provides 3

billion over 5 years with the ultimate goal to provide safe and adequate transportation and public

road access to and within Indian reservations and Indian lands. The TTP also includes a certain

percentage of funds allocated for tribal bridge and tribal safety projects. The Tribal Transportation

Program is funded by contract authority from the Highway Trust Fund and is subject to the overall

Federal-aid obligation limitation. Funds are allocated among Tribes using a statutory formula based

on tribal population, road mileage and average tribal shares of the former Tribal Transportation

Allocation Methodology (TTAM) formula. In accordance with the Infrastructure Investment and Jobs

Act, Tribes may utilize up to 25% or $500,000 of their TTP funds, whichever is greater, for eligible

road maintenance activities identified in 25 CFR 170.800.

Table 9 presents a comprehensive matrix of potential funding sources for roadway, safety, pedestrian

and bicycle, and transit improvements that the Shoshone-Paiute Tribes can apply for funding to

implement the Plan for Improvements. The following resources also provide additional information

related to funding sources.

HORROCKS ENGINEERS

SHOSHONE-PAIUTE TRIBES LRTP

Local Public Agency Projects Manual for Federal-Aid Funded Projects

The NDOT Local Public Agency Projects Manual provides information and guidance to assist local

public agencies (i.e., counties, cities, towns) and tribal governments with projects funded through the

Federal Highway Administration from planning to final acceptance. The manual outlines the NDOT

and FHWA policies and procedures when developing, delivering, and administering transportation

projects. The Manual is available at the following website link:

https://www.dot.nv.gov/home/showdocument?id=1541

Additionally, another available tool is the Federal-aid Essentials. It is web-based and can be accessed

at:

http://www.fhwa.dot.gov/federal-aidessentials/index.cfm

Table 9: Potential Funding Sources

Funding

Program

Tribal

Transportation

Program (TTP)

Eligible Uses

Transportation

planning, research,

maintenance,

engineering,

rehabilitation,

restoration,

construction, and

reconstruction of

tribal transportation

facilities; Operation

and maintenance of

transit programs

and facilities that

are located on, or

provide access to,

tribal land or are

administered by a

tribal government.

Tribal

Transportation

Transportation planning procedures

Planning

for the TTP must be

Program

consistent with

Statewide and

Metropolitan

Administering

Agency

FHWA

HORROCKS ENGINEERS

Program and

Funding Details

Formula based

on tribal

population, road

mileage and

average tribal

shares of the

former Tribal

Transportation

Allocation

Methodology

(TTAM) formula

Contact

Information

Kevin Spohrer

Tribal

Coordinator

Office of Tribal

Transportation

Federal

Highway

Administration

Funded by a setaside of up to

2% from

TTP funds. Funds

are allocated

directly to

Kevin Spohrer

Tribal

Coordinator

Office of Tribal

Transportation

Federal

610 E. 5th Street

Vancouver, WA

98661

 Cell

Phone: 512-4689615

 E-mail:

Kevin.Spohrer@do

t.gov

SHOSHONE-PAIUTE TRIBES LRTP

planning

processes.

Tribe based on a

formula.

Highway

Administration

610 E. 5th Street

Vancouver, WA

98661

 Cell

Phone: 512-4689615

 E-mail:

Kevin.Spohrer@do

t.gov

Tribal

Transportation

Program

Safety Funds

(TTPSF)

Each year under the

FAST Act, 2% of the

available TTP funds

are set aside to

address

transportation

safety issues in

Native America.

Federal Funds

are

allocated to

the

Regional Office

based

on approved

Tribal

Applications

for these

funds.

Projects ranked

by BIA, FHWA

and Tribes.

Development of

new tribal

safety plans: up

to $12,500

Update existing

tribal safety

plans over 3

years old: up to

$7,500

Adam Larsen

TTPSF Program

Manager

Federal

Highway

Administration

1200 New Jersey

Avenue SE.,

Washington, DC

20590

 Phone: 360619-7751; Cell:

360-619-2601

 E-mail:

adam.larsen@dot.

gov

Funding for

safety

infrastructure

projects and

other eligible

activities is

variable: The

total funding

available is

$10,000,000.

Tribal Bridge

Program

Funds may be used

for planning, design,

engineering,

preconstruction,

construction, and

inspection of a

project to

replace, rehabilitate,

Federal Funds

are

allocated to

the

Regional Office

based

on approved

applications

HORROCKS ENGINEERS

Funded by a setaside of up to

3% from

TTP funds.

Russell Garcia

Tribal TTP

Bridge Program

Manager, Tribal

Transportation

Federal

Highway

Administration

SHOSHONE-PAIUTE TRIBES LRTP

seismically retrofit,

paint, or for antiicing and deicing, or

to implement any

countermeasures

(Including multiplepipe culverts) for

eligible tribal

transportation

facility bridges. To

be eligible, a bridge

must

have an opening of

at least 20 FT, be

classified as a tribal

transportation

facility, and be

structurally deficient

functionally

obsolete.

Nevada

There are two broad

Transportation types of eligible

Alternatives

activities:

Program

1) Transportation

(TAP)/Surface infrastructure

Transportation (constructed

Program (STP) improvements); and

Non‐infrastructure

projects (efforts

related to

Education,

Encouragement,

Enforcement and

Evaluation) that

effect kindergarten

(K) through eighth

(8th) grade

students.

NDOT

Fixing America’s

Surface

Transportation

(FAST) Act was

enacted and

TAP was

replaced with

the “STP

Set‐Aside”

under the

Surface

Transportation

Block Grant

Program and is

now called

TAP/STP

Set‐aside.

Funding amount

of maximum soft

cap of

$750,000.

HORROCKS ENGINEERS

1200 New Jersey

Avenue, SE

Washington, DC

20590

 Cell

Phone: 703-4046223

 E-mail:

russell.garcia@dot

.gov

from the

Region for

these

funds.

Coy Peacock

Transportation

Alternatives

Program

(TAP)/STP

Set‐aside

Manager

NDOT

1263 S. Stewart

Street

Carson City, NV

89712

 Cell

Phone: 775888‐7124

 E-mail:

cpeacock@dot.sta

te.nv.us

SHOSHONE-PAIUTE TRIBES LRTP

RAISE

Discretionary

Grants

Transit Rural

Area Program

Nevada State

Fund road, rail,

transit and port

projects that

promise to achieve

national objectives.

U.S.

Department of

Transportation

Program

administration,

capital expenses and

operating expenses

to providers of

general-public

transportation

services in small

urban and rural

areas.

The NDOT acts

as a passthrough

agency to

provide

Section 5311

federal

funding.

“Expend money in

NDOT

HORROCKS ENGINEERS

Previously

known as the

Better Utilizing

Investments to

Leverage

Development

(BUILD) and

Transportation

Investment

Generating

Economic

Recovery

(TIGER)

Discretionary

Grants, Congress

has dedicated

nearly $9.9

billion for

thirteen rounds

of National

Infrastructure

Investments to

fund projects

that have a

significant local

or regional

impact.

Section 5311

funding

assistance can

assist with up to

80% of program

administration,

up to 95% of

capital or

mobility

management

expenses, and

up to 59.38% of

operating or

intercity bus

expenses.

Office of

Infrastructure

Finance and

Innovation

Office of the

Secretary of

Transportation

1200 New

Jersey Ave, SE

Washington, DC

20590

United States

The Federal

Nevada

Phone: 202-3660301

 E-mail:

RAISEgrants@dot.g

Nevada DOT

Transit Office

Federal Grant

Application

1263 S. Stewart

Street, Room 320

Carson City, NV

89712

 Cell

Phone: 775888‐7124

 E-mail:

transitteam@dot.

nv.gov

SHOSHONE-PAIUTE TRIBES LRTP

Fund for

Aviation

the Fund to award

grants to a county,

city or other local

government in this

State for obtaining

matching money for

federal programs

and

any other programs

relating to airports

or for the planning,

establishment,

development,

construction,

enlargement,

improvement, or

maintenance of any

airport, landing area

or air navigation

facility owned or

controlled by the

county,

city or other local

government”

Aviation

Administrations’

(FAA) Airport

Improvement

Program (AIP)

Matching Grant

for airports that

fall within the

National Plan of

Integrated

Airport Systems

(NPIAS)

presently

reimburses the

sponsor up to

the 6.25% local

match for any

Airport

Improvement

Program (AIP)

grant from the

FAA. Under the

Nevada Fund for

Aviation

Grant Program

some or all the

6.25% local

match not

covered by FAA

AIP may be

reimbursed from

the Nevada Fund

for Aviation, not

to exceed

$50,000.

HORROCKS ENGINEERS

Department of

Transportation

Aviation

Planning

Section

1263 S. Stewart

Street

Carson City, NV

89712

 Cell Phone:

775-888-7353

 E-mail:

aviation@dot.nv.

gov

SHOSHONE-PAIUTE TRIBES LRTP

Federal Lands

Transportation

Program

(FLTP)

Eligible projects

FHWA

include, but are not

limited to:

• Program

administration,

transportation

planning,

research, preventive

maintenance,

engineering,

rehabilitation,

restoration,

construction, and

reconstruction of

Federal lands

transportation

facilities

• Operations and

maintenance of

transit facilities

• Any transportation

project eligible

under title 23 of the

United States Code

that is within or

adjacent to, or that

provides access to

Federal lands open

to the public.

AID

Eligible projects:

FHWA

Demonstration Projects submitted

Program

for an AID

Demonstration

grant must:

• Be eligible for

assistance under

title 23, United

States

Code.

• Be ready to initiate

within 6 months of

receiving an

AID Demonstration

award.

On October 1 of

each fiscal year,

funds

will be allocated

among Federal

Land

Management

Agency (FLMA)

partners

1200 New Jersey

Avenue, SE

Washington, DC

20590

 Cell Phone:

202-366-9494

 E-mail:

flh.webmaster

@dot.gov

The AID

Demonstration

Program

provides funding

an incentive to

accelerate the

deployment and

adoption

of proven

innovative

practices and

technologies in

highway

transportation

HORROCKS ENGINEERS

Office of

Federal Lands

United States

Department of

Transportation

Federal

Highway

Administration

Fawn

Thompson

Contact

Program

Coordinater,

FHWA

Innovative

Technologies &

Collaboration

Team

 Phone: 404895-6229

 E-mail:

fawn.thompson@

@dot.gov

SHOSHONE-PAIUTE TRIBES LRTP

• Involve any phase

of a highway

transportation

project between

project planning and

project delivery

including planning,

financing, operation,

structures,

materials,

pavements,

environment, and

construction.

• Include an

innovation proven in

real-world highway

transportation

application,* though

not routinely used

by the applicant or

the subrecipient.

• Address TIDP goals

and other program

requirement

Federal Lands

Access

Program

Eligible projects

include, but are not

limited to:

• Transportation

planning, research,

engineering,

preventive

maintenance,

rehabilitation,

restoration,

construction, and

projects. The

Federal Highway

Administration

(FHWA)

anticipates

approximately

$10

million to be

made available

for AID

Demonstration

grants

in 2022 from

amounts

authorized

within the

Technology

and Innovation

Deployment

Program (TIDP)

under the

Infrastructure

Investment and

Jobs Act. The

grants are

administered

through the

FHWA Office of

Transportation

Workforce

Development

and Technology

Deployment.

The funds made

available under

this

program will be

available for the

current

year plus three

additional years.

Funds

are distributed

by formula

FHWA

HORROCKS ENGINEERS

James Herlyck

FLAP Contact

James.Herlyck

@dot.gov

Central Federal

Lands

Federal

Highway

Administration,

USDOT

12300 West

Dakota Avenue

SHOSHONE-PAIUTE TRIBES LRTP

Highway

Safety

Improvement

Program

(HSIP)

reconstruction of

Federal Lands

Access

Transportation

Facilities

• Operation and

maintenance of

transit facilities

• Any transportation

project eligible

under title 23 of the

United States Code

that is within or

adjacent to, or that

provides access to

Federal lands open

to the public

The HSIP is a core

Federal-aid program

with the purpose of

achieving a

significant reduction

in fatalities and

serious

injuries on all public

roads, including

non-State-owned

public roads and

roads on tribal

lands. Any project

on a

public road, trail or

path that is

consistent with the

state’s

Strategic Highway

Safety Plan and

corrects a safety

problem is eligible

for HSIP funding.

Eligible projects

include, but are not

limited to:

• Intersection

among States

that have

Federal lands

flh.webmaster

@dot.gov

FHWA Funds

Administered

Through

State DOT’s

and Planning

Organizations

HORROCKS ENGINEERS

Lakewood, CO

80228

 Cell Phone:

720-963-3500

 E-mail:

The Highway

Safety

Improvement

Program (HSIP)

is a core Federalaid program

with the purpose

to achieve a

significant

reduction in

traffic fatalities

and serious

injuries on all

public roads,

including nonState-owned

roads and roads

on tribal land.

The HSIP

requires a datadriven, strategic

approach to

improving

highway safety

on all public

roads with a

focus on

Karen Scurry

HSIP Program

Contact

 Phone: 202897-7168

 E-mail:

karen.scurry@do

t.gov

SHOSHONE-PAIUTE TRIBES LRTP

USDA

Community

Facility Grants

improvements

• Construction of

shoulders

• Traffic calming

• Improvements for

bicyclists,

pedestrians, and

individuals

with disabilities.

• Minimum

standards of retroreflectivity of traffic

signs

and pavement

markings

The USDA

USDA

Community Facilities

Direct Loan and

Grant Program

provides direct loans

and/or grants for

essential community

facilities in rural

areas. Priority is

given to healthcare,

education, and

public safety

projects. Funds may

be used to purchase,

construct, enlarge,

or improve facilities.

performance.

USDA provides

grants to assist

in the

development of

essential

community

facilities in rural

areas and towns

with populations

up to 20,000.

Grants are

available to

public entities

such as

municipalities,

counties, and

special-purpose

districts, as well

as nonprofit

corporations and

tribal

governments.

HORROCKS ENGINEERS

Jim Park

USDA Acting

State Director

1390 South Curry

Street

Carson City, NV

89703-9910

 Phone: 775443-4750

SHOSHONE-PAIUTE TRIBES LRTP

Transportation

Alternatives

Program

(TAP)

Low or No

Emission

Vehicle

Program 5339(c)

4Projects Include:

• On-road and offroad pedestrian and

bicycle facilities

• Infrastructure

projects for

improving nondriver access to

public

transportation and

enhanced mobility

• Community

improvement

activities

• Environmental

mitigation

• Safe Routes to

School projects

• Streetscape

improvements

• Refurbishment of

historic

transportation

facilities

• Other investments

that enhance

communities

Eligible Activities

Eligible projects

include:

NDOT will

administer

Federal funds

Federal Transit

Administration

purchasing or

leasing low- or noemission buses

acquiring low- or noemission buses with

a leased power

source

constructing or

leasing facilities and

related equipment

(including intelligent

technology and

software) for low- or

HORROCKS ENGINEERS

The

Transportation

Alternatives

Program

provides federal

funds for

communitybased projects

that expand

travel choices

and enhance the

transportation

experience by

integrating

modes and

improving the

cultural, historic,

and

environmental

aspects of our

transportation

infrastructure.

Janie Fromm

TAP Program

Administrator

The Low or No

Emission

competitive

program

provides funding

to state and

local

governmental

authorities for

the purchase or

lease of zeroemission and

low-emission

transit buses as

well as

acquisition,

construction,

Office of

Program

Management

Federal Transit

Administration

 Phone: 775888-7727

 E-mail: TAPProgram@dot.nv.

gov

1200 New Jersey

Avenue, SE

Washington, DC

20590

 Phone: 202366-7951

SHOSHONE-PAIUTE TRIBES LRTP

Grants for

Buses and Bus

Facilities

Competitive

Program

no-emission buses

constructing new

public

transportation

facilities to

accommodate lowor no-emission

buses

rehabilitating or

improving existing

public

transportation

facilities to

accommodate lowor no-emission

buses

Additionally 0.5% of

a request may be for

workforce

development

training and an

additional 0.5% may

be for training at the

National Transit

Institute (NTI).

Applicants for zeroemission vehicles

must also spend 5%

of their award on

workforce

development and

training as outlined

in their ZeroEmission Transition

Plan, unless the

applicant certifies

that their financial

need is less.

Eligible Activities:

Federal Transit

Capital projects to

Administration

replace, rehabilitate

and purchase buses,

vans, and related

equipment, and to

HORROCKS ENGINEERS

and leasing of

required

supporting

facilities.

FTA announced

approximately

$1.1 billion

available for

Fiscal Year 2022

grants to help

modernize bus

fleets and bus

facilities across

the country,

including to help

transit agencies

purchase or

lease low- or noemission

vehicles that use

advanced

technologies to

help improve air

quality and

combat climate

change.

The FY22 grant

opportunity is

part of a larger

package in FY22

competitive

grant funds to

Office of

Program

Management

Federal Transit

Administration

1200 New Jersey

Avenue, SE

SHOSHONE-PAIUTE TRIBES LRTP

Tribal Transit

Program

(TTP)

construct busrelated facilities,

including

technological

changes or

innovations to

modify low or no

emission vehicles or

facilities.

Additionally, 0.5% of

a request may be for

workforce

development

training, and an

additional 0.5% may

be for training at the

National Transit

Institute. Applicants

for zero-emission

vehicles must also

spend 5% of their

award on workforce

development and

training as outlined

in their ZeroEmission Transition

Plan, unless the

applicant certifies

that their financial

need is less.

Eligible projects

Federal Transit

include public

Administration

transportation

capital

projects for startups, replacement, or

expansion,

operating

costs for start-ups,

and planning.

HORROCKS ENGINEERS

help modernize

bus fleets and

bus facilities

across the

country,

including $1.1

billion to help

transit agencies

purchase or

lease low- or noemission

vehicles that use

advanced

technologies to

help improve air

quality and

combat climate

change.

Washington, DC

20590

 Phone: 202366-7951

Federal public

transportation

law (49 USC

5311(c)(1)(A))

authorizes the

competitive

amount of the

Public

Transportation

on Indian

Reservations

(Tribal Transit

Program or TTP)

Program. The

Region 9

Office

Federal Transit

Administration

San Francisco

Federal Building

90 7TH ST STE 15300

SAN FRANCISCO

CA 941036701 Phone:

415-734-9490

SHOSHONE-PAIUTE TRIBES LRTP

TTP is a set-aside

from the

Formula Grants

for Rural Areas

program that

included a $30

million formula

program and a

$5 million

competitive

grant program.

1.7.2 Implementation Guidelines

Implementation of the Plan for Improvements requires active participation from local citizens, private

entities, and local, County, and State government officials. The following actions are recommended in

order to successfully implement the Plan for Improvements developed as part of this study.

•

The Shoshone-Paiute Tribal Business Council needs to formally approve this plan to initiate

the process of requesting project inclusion in the BIA TTP TIP and to subsequently receive

Federal funds.

Coordinate with the BIA the entry of updated Tribal Road inventory data into the Road

Inventory Field Data System (RIFDS) for inclusion in the National Tribal Transportation Facility

Inventory (NTTFI).

Establish a partnership with Elko County, ITD, and NDOT for the on-going planning,

maintenance, improvement, and funding for roadways

Solicit grants for bicycle and pedestrian improvements to add paths and enhance connections

to existing facilities, and to construct new facilities in deficient locations.

Further research and apply for funding for each project identified in the Plan for

Improvements.

1.8 Public Involvement

Public involvement is the process of involving the public throughout the transportation planning

process through meaningful communication with stakeholders and interested citizens. To ensure that

transportation decisions reflect the public's best interests, public involvement is a critical component

of the transportation planning process. To engage the public and stakeholders, the study work plan

includes two working group meetings with the Tribal Council and Department Leads, and two public

meetings to inform, discuss, and to seek input.

HORROCKS ENGINEERS

SHOSHONE-PAIUTE TRIBES LRTP

The working group meetings with Tribal Council and Department Leads were successful in obtaining

information regarding the study and providing input for the recommended transportation

improvements.

Phase I of public outreach efforts introduced the project to the public with a focus on existing and

future conditions. The purpose of the meetings was to discuss the deficiencies and needs of the study

area and elicit input on the public’s "vision" for the future for the Duck Valley Indian Reservation.

Phase II presented the draft transportation improvement plan to receive feedback and fine tune the

study recommendations.

1.8.1 Working Group Meetings

The Shoshone-Paiute Tribes hosted two meetings one on March 1, 2022, and the other on June 14,

2022 at the Shoshone-Paiute Tribes Council Chambers with the study team and Tribal Council. The

goal of the meeting was to obtain information regarding the study and receive input for the

recommended transportation improvements. The meeting commenced with a brief presentation of

the study goals and objectives by the study team. The presentation was followed by an opportunity

for participants to discuss improvement options and provide recommendations on areas of

improvement. Maps and estimated project costs were displayed to illustrate the existing road

conditions and identify areas of concern.

Key comments received during the first working meeting included:

•

The maintenance of the roads needs to be revisited and maintained often, for the safety of all

traffic. Many of the gravel and earth roads need more attention specifically roads leading to

the cemeteries. A meeting with the Tribes, study team, and BIA maintenance was discussed

and will be conducted to discuss the Tribal Transportation Projects to coordinate with

maintenance projects.

•

Add Rizza Ranch Property Roads within Tribal property to tribal inventory.

•

Add recently acquired Mountain City Property Roads within Tribal property to tribal inventory.

•

Tribes to coordinate with BIA Irrigation regarding costs to replace irrigation culverts

throughout the Reservation under the TTP roads. Culverts will be replaced with new

construction projects.

•

4-year priority projects were selected during the meeting and will be place on the Tribal TIP.

Key comments received during the second working meeting included:

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SHOSHONE-PAIUTE TRIBES LRTP

•

The display boards that were going to be presented to the public were discussed.

•

Bridge and road priorities were discussed with concurrence from the leaders regarding the list

that was being presented.

1.8.2 Public Meeting

The Shoshone-Paiute Tribes and the study team hosted a public meeting on June 29, 2022, at the

Shoshone-Paiute Tribes Council Chambers. The goal of the meeting was to inform the public of the

project's goals and objectives, discuss the deficiencies and needs of the study area, and elicit input on

the public's "vision" for the future of the Duck Valley Indian Reservation. In total, there were 8

members of the community in attendance, not including study team members. The meeting was held

over 2.5 hours. Display boards were set-up showing the study goals and objectives, a summary of

existing conditions, and key issues identified by the study team for the public to view and ask

questions about. A questionnaire was handed out offering the opportunity for participants to pose

additional questions, write comments, and to provide recommendations on areas of improvement

and solutions. Throughout the 2.5 hours continued conversations between the public and study team

members occurred regarding the Plan and priority project lists. The boards displayed included: study

overview; map of current roadway issues within the Reservation as identified by the study team; and

a map of the multimodal issues. Comment/questionnaire forms were also provided to each meeting

attendee.

Key comments received during the public meeting included:

•

The maintenance of the roads needs to be revisited and maintained often, for the safety of all

traffic.

Tribes need to pursue more funding for Transportation.

Bus routes need to be improved.

Multimodal paths need to be improved and constructed throughout the Reservation.

Additional road signage is needed throughout the Reservation.

Improve roads for emergency vehicles.

Appendix B provides a comprehensive summary of the public meeting.

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SHOSHONE-PAIUTE TRIBES LRTP

APPENDIX A - TRAFFIC COUNTS

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SHOSHONE-PAIUTE TRIBES LRTP

APPENDIX B – PUBLIC INVOLVMENT –

OPEN HOUSE

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PLEASE JOIN US!

Shoshone-Paiute Tribes

Shoshone-Paiute Tribes Long Term Transportation Improvement Plan

and Projects – Public Open House

Date: June 29, 2022

Time: 4:30 pm to 7:00 pm

Place: Tribal Headquarters Chambers

Action: The Shoshone-Paiute Tribes, in collaboration with the BIA and Federal

Highways, is updating the Tribe’s Long Range Transportation Plan (LRTP) and Tribal

Transportation Improvement Projects (TTIP) Priority list. This Study is funded through

the Federal Highway Administration (FHWA). The LRTP and TTIP will provide

recommendations to improve automobile, bus, bicycle, equestrian, and aviation for the

next 5, 10, and 20 years. Your knowledge and experience on recommendations for future

transportation improvements for the community is needed.

Summary: This notice is to advise interested parties that an open house is being held, at

the time and location listed above, to present the LRTP and TTIP.

The Shoshone-Paiute Tribes objective is to inform and receive feedback from the

community and traveling public, to address any concerns and determine the need for

other roadway enhancements regarding the LRTP and TTIP.

For Review of the Draft Plan and Additional Information: Additional information

concerning this project can be obtained by contacting Renee’ Thomas, at (208) 759-3100

Ext., 1255 or Mr. Jimmy Young, Consultant Project Manager, at (208) 463-4197.

Comments: For any individuals that may be unable to attend the open house you can

send your comments/suggestions/concerns to:

Shoshone-Paiute Tribes, Tribal Headquarters

Attn: Renee’ Thomas, Project Secretary

P.O. Box 219

Owyhee, NV 89832

This is a copy of a public record, reproduced as it was published. It is not legal advice, and it may not be the version a court would rely on. Check the official source before you cite it.