Sac and Fox Tribe of the Mississippi in Iowa Long Range ...

Sac and Fox Tribe of the
Mississippi in Iowa
Long Range Transportation Plan
te Adopted:
Homer Bear, Jr., Chairman "

Chapter 1
Introduction
Transportation is defined as means of conveyance or travel from one place to another.
Transportation is essential for community development, no matter if the community is as
large as a sprawling metropolitan area or as small as a residential development.
Accessibility and circulation is basic to human survival and can be as simple as a wallung
path or as complex as a metropolitan multi-modal network which includes vehicular,
train, subway, biking, walking, and air transportation. The Sac and Fox Tribal
community's transportation system is a vital component of all daily operations and
aspects of life. The transportation system also constitutes a major portion of the tribal
budget, including: vehicle purchases and maintenance; road design, construction and
maintenance; and management of these operations.
This planning study recognizes the principle that transportation systems, land use, and
economic activities are interdependent. The way in which the residents of the community
use the land determines, to a great extent, the number and variety of trips occurring on the
transportation system. On the other hand, the location and quality of transportation
facilities influence the development of land and the location of major activities by
connecting people with these activities.
This transportation plan provides a comprehensive analysis of existing and
future transportation needs for the Sac and Fox Tribe. This plan represents
a long-range plan (20 year timeframe), but also considers short term (3-5
year) transportation issues. This plan should be reviewed and updated every
three to five years. The goals of this effort are: to develop and maintain an
effective, safe, accessible transportation system; to consider and protect the
Tribe's natural resources and cultural heritage with transportation
decisions; to promote sustainable economic development; and to continually
improve the community's quality of life.
Indian Reservation Roads
Indian Reservation Roads (IRR) are public roads that are located within or provide access
to Indian reservation or Indian trust land or restricted Indian land that is not subject to fee
title alienation without the approval of the Federal Government. The IRR system,
therefore, includes BIA, Tribal, state and county roads and bridges which are integral to
the Sac and Fox Tribe.
Funding for Planning Process
Funding for this planning process was provided through the Indian Reservation Roads
(IRR) Transportation Planning Funds - Funding is available to Indian Tribal
Governments for transportation planning on Indian lands. This is authorized by Title 23,
U.S.C, Section 204(j), which states ". . . up to 2 percent of funds made available for IRR
for each fiscal year shall be allocated to those Indian Tribal Governments applying for
transportation planning pursuant to the provisions of the Indian Self-Determination And

Education Assistance Act" (P.L. 93-638, as amended). Additional funding was secured
through the BIA's Administrative Capacity Building funds.
As a result of federal funds being utilized in the development of this plan, certain
processes must be adhered to including: the development of a transportation planning
committee, interim progress reports, public meetings and opportunities for public
involvement, coordination with other governmental jurisdictions, and various other
regulations and requirements. These requirements set the stage and gave structure to the
entire planning process.
Governmental Responsibilities and Coordination
Transportation administration is a complex task requiring close coordination between
various governmental agencies in order to perform the interrelated administrative and
operational functions of planning, managing, constructing and maintaining the system.
At least four levels of government (Federal, State, local, and tribal) interact to administer
the transportation system serving the community. Administrative functions differ
between levels of government because of differences in responsibilities. Agencies have
been established within each of these governmental levels to deal specifically with these
administrative responsibilities.
The Federal Government has a wide variety of administrative responsibilities pertaining
to highway transportation, including the administration of the Highway Trust Fund and
other designated transportation funds, safety standards, regulations, and other programs
and services required by law. Most of the administrative responsibilities for highway
transportation rest with the Federal Highway Administrative (FHWA) of the U.S.
Department of Transportation (DOT). Implementation of these Federal policies and
programs is usually carried out by other Federal agencies, or by agencies at the state or
local levels.
The Bureau of Indian Affairs (BIA), a part of the Department of the Interior, is one of the
Federal agencies charged with implementing basic DOT and FHWA policy on the
reservations. This charge is carried out by the Bureau through its Transportation Division
in Albuquerque, the BIA Midwest Region Area Roads Engineer, and the Tribal
Governing Board.
The State of Iowa, through its Department of Transportation (IDOT) , has a broad range
of administrative responsibilities pertaining to highway transportation. These
responsibilities entail: 1) the establishment of State transportation policy; 2) system
research and planning; 3) the development of design standards; 4) the analysis of policy
alternatives and development of financial plans; 5) the administration of Federal and
State funds and the allocation of those funds to local levels of government.
The Tribe has the responsibility to seek coordination with the BL4 in determining
construction and maintenance needs of roads on the BIA System and the IRR System.

The Sac and Fox Tribe established a transportation planning committee to guide the
development of the plan and individual plan components. Coordination and cooperation
among Indian Tribal Governments, local, State, and Federal transportation agencies can
produce many benefits to the participants in the transportation planning process.
Cooperation and coordination are key aspects of a successful transportation planning
process. They offer the opportunity for Indian Tribal Governments to exercise their
sovereignty through government-to-government relationships. They are necessary if
other issues that exist between Indian tribal and non-tribal governments are to be
resolved. In addition, coordination and cooperation among these groups provide the
opportunity to access other funding sources. The transportation committee coordinated
with the following entities:
Sac and Fox tribal government operations
Meskwaki Casino
Tama County Engineering Department
Region 6 Planning Commission
Iowa Department of Transportation
Federal Highway Administration
Bureau of Indian Affairs
Clapsaddle-Garber Associates
Project Approach
The project approach used in this study is comprised of four phases: collection of existing
data; collection of new data; data analysis; and plan development. This approach requires
that both transportation data as well as socio-economic and environmental data be
investigated simultaneously during the data collection and analysis phases of the project.
Each of the four phases of the project approach are described below:
Collection of Existing Data
This phase of the Study involved collecting existing data from State and local
governments, the BIA and tribal sources. On the transportation system side, information
was gathered on system administrators, operators and users. The data collected includes
previous planning studies, existing inventory data, travel demand and traffic counts,
accident data, and maintenance data. The information accumulated on the environmental
and socio-economic side includes data such as existing land use activities, economic
development plans, demographics, cultural information, housing, infrastructure and
environmental concerns.
Collection of New Data
This phase involved collecting new data pertinent to the study area. The information on
the transportation system side includes data gathered during the road inventory, traffic
counts, updated accident data. Other new data for consideration includes proposed
economic development and other land use developments; population projections are

examined to determine the demand for future development; and environmental
constraints were reviewed to identify areas suitable for development.
Additional data was collected by means of surveying the community. A Planning and
Development Survey was distributed to all member households in May of 2002 with a
thirty percent response rate. This survey addressed numerous planning issues and
projects, and three questions related to road planning. This information will be utilized in
developing the priority projects for the Transportation Plan. The following are the
transportation related questions on the survey:
Should the Tribe consider paving and improving additional roads on the settlement?
o 75 percent approval for paving and improving additional roads
Specific roads or segments of roads: (most popular responses)
o AlVmain roads
o Meskwaki Road
o West Village Road
Should the Tribe develop a trail system for walking and biking throughout the
community?
o 89 percent approval for developing a trail system
Data Analysis
During this phase of the study, the data previously collected on the Community's
transportation system were analyzed in order to determine deficiencies and to establish
needs. Analysis of the existing transportation system provided information for
identifying short-range and mid-range improvements and maintenance needs. Analysis
of demographic and land use data provided information on long-range improvements.
Plan Development
The plan development phase of the Study encompasses all factors affecting management
of the transportation system. This phase included evaluating the existing system and
forecasting the probable future changes in the transportation network. An understanding
of both roadway usage and land use is important for determining roadway needs within
the Settlement.
Purpose, Objectives and Strategies
Defining the purpose, objectives and strategies gives direction to the plan and planning
process. The following is the purpose for developing a transportation plan:
Purpose: To provide a framework for effective decision-making, resulting in the
efficient investment of limited funds for transportation projects.
Objectives are an expression of the desired, measurable end results of the plan.
Objectives of this planning process include:
Improve the maintenance of the existing road network.

Upgrade and improve road segments.
Increase the safety of the road network.
Develop a multi-modal network which includes trails.
Develop new roads in coordination with community and economic development.
Increase transit oriented opportunities.
Increase transportation funding opportunities.
Strategies are broadly stated means of deploying resources to achieve the objectives.
Through the process of collecting data, meeting with the committee and developing this
plan, strategies have been developed. Strategies are listed in the Long Range
Improvement Plan section of this plan. Action plans outline the tasks required to
implement the strategies. The Tribal Transportation Improvement Plan (TTIP) is an
action plan for implementation for the next 3 to 5 years.

Chapter 2
Background Data
History of the Sac and Fox Tribe
In the sixteenth century the eastern branch of the Algonquin confederacies, the forest
dwellers, were living along the eastern seaboard. The Meskwalu Tribe was a member of
this eastern woodland group which included Sauk, Kickapoo, Shawnee, Menominee,
Chippewa and the Pottawatomie.
The pressure of the "new settlers" and encroachment by other Tribes caused the migration
of the Meskwaki Indians to an area around Lake Michigan which extended from what is
now Green Bay, Wisconsin, to the city of Chicago. At the end of the eighteenth century,
the Tribe moved west to the Mississippi River. During this period, the Tribe was allied
with the Iroquois and later with the Five Nations in the French and Indian Wars. At this
time the name Fox was attached to the Tribe. The Tribe called themselves Meskwaki
(Red Earth People) because the land they were created fiom was of red earth.
Continuing in-migration pressures caused the Tribe to settle around Dubuque and
eventually to the area surrounding Rock Island, Illinois. The Sauks lived across the river
from the Meskwa.lu Indians. For convenience sake, the government dealt with the two
tribes as a single entity ... the Sac and Fox.
In 1842, after the Blackhawk Wars, the government moved the Meskwaki Indians to a
reserve in Kansas. Eventually, the Tribe moved back to the Mississippi &ver Valley
(Iowa). The government then planned to move them to the Indian Territory in Oklahoma
(the Sauks are still there). During this period, the bands of the Meskwaki bought eighty
acres of land in Tama County, Iowa, and the Meskwaki Indian Settlement was
established July 13, 1857. The title for this land was held by the Governor of Iowa for
their protection. This trust was later (1 896) transferred to the Federal Government. Since
that time, the Meskwaki Indians have purchased more land and their current holdings are
now over 7,000 acres. Up to the middle of the 1970s, the Tribe paid property taxes to the
State. Uniquely, the Tribe's land is theirs, but a majority of it is held in trust by the
Federal Government.
Community Profile
As a Tribe, the Meskwaki are a very traditional and conservative people. They have
tried, with only limited means, to retain and nurture their heritage in the way which has
been handed down. This belief has sustained them as a people, but it has also kept them
from the mainstream of society, and they did not keep pace with the rapidly developing
money economy. Since they cannot live in isolation, it becomes necessary to undertake
the development activities necessary for their survival. Still, they are convinced that it
can be done within the context of their heritage.
The Settlement has had an annual Pow Wow for more than 80 years. It is a traditional
celebration and a time for the Meskwaki people to re-articulate their heritage and to

prepare spiritually for the future. It is also a gathering time for all Native Americans so
they might share the spiritual and emotional values so vital to their way 0.f life.
Other aspects of tribal life continue to be practiced, including traditional ceremonies by
the various clans and the Tribe as a whole. The uniquely Meskwaki arts and crafts also
continue to be practiced and taught. It is further significant that an estimated 80-90
percent of the people still speak Meskwaki.
SizeLocation
The Sac and Fox Tribe of the Mississippi in Iowa is located in Central Iowa
approximately 14 miles east of Marshalltown, and 4 miles west of TamaIToledo in Tama
County. It is divided by the Union Pacific Railroad and now extends north of U.S.
~ l ~ h 30. w a The ~ Tribe's land is comprised of a variety of land features including flood
plains along the Iowa fiver, rolling hills, tree stands and forest cover, wetlands, pasture
and farm land. The Settlement has grown from 80 acres i.n 1857 to over 7,000 acres in
2005. Figure 2-1 maps the location physical and layout of the Settlement.
Figure 2- 1. Sac and Fox Tribe Location
Deleted
In addition to main settlement land, the Tribe owns approximately 700 acres of land in
Palo Alto County west of West Bend, Iowa. This land is currently farmed and set aside
as a wildlife refuge. The Palo Alto area will not be taken into consideration as part of
this plan.
Population
Historical population data is available through Tribal records as well as through state and
federal census information. The earliest Tribal population records the population of the
Meskwaki Indians as 12,000 in 1665. Tribal records have a majority of annual
population counts between 1665 and the present for enrolled members. Since the
Meskwaki Indians have moved throughout their history, these counts may refer to
populations in differing geographic locations across the Midwest. State and federal
census counts are specific for residents on the Settlement. Generally, the population of
the Meskwaki Indians dropped from 12,000 in 1665 (total count) to 144 (Iowa count) in
1 855. After 1855, enrollment population gradually increased from 144 to the present
enrolled membership of approximately 1,288 (9116102, Fiscal Department), not all of
which reside on the Settlement. The 2000 Census recorded a Settlement population of
76 1. Tribal counts more accurately depict a Settlement population of 977 (1 212610 1,
Public Works). Table 2-1 depicts historical and future population projections for the
Settlement.
Future population is often the basis for planning. Future population is often difficult to
project, and different methods may take various characteristics of the population into
consideration. Alternative methods include:
projecting number of households and average household size,

projecting past population trends (growth rates) into the future,
number of jobsllabor force estimates,
in-migration and out-migration patterns,
land development projections, and
birth rates and survival rates.
Projecting population for the settlement is unique when compared to other governmental
jurisdictions. Simply projecting the number of tribal members is not sufficient, since
some members will choose to live off-settlement and other non-tribal members co-locate
with tribal members. Therefore, the most significant factors to projecting population for
the settlement are the number of housing units and the average household size. The
Tribe has strong control over the number of housing units, and then future average
household sizes can be estimated. Housing applications and preliminary housing
subdivision phases indicate the demand and proposed developments to meet future
housing needs. This information can be merged with projected household sizes for the
purpose of projecting settlement population. Table 2-1 exhibits the Settlement population
records taken from state, federal and Tribal census information as well as future
population projections.
Table 2- 1. Settlement Population
Year
1900
1905
1910
1915
1920
1925
1930
1940
1950
1960
1970
1980
1990
2000
2001
2005
2010
Population
376
346
295
357
348
342
347
480
450
462
422
509
577
761
977
1,201
1,366
source
U.S. Census
State Census
U.S. Census
State C m
U.S. Census
Stare C m
U.S. Census
U.S. Census
U.S. Census
U.S. Census
U.S. Census
U.S. Census
U.S. Census
U.S. Census
Settlement Count (Public Works 12/26/01)
364 households @ 3.3 persodHH
41 4 households @ 3.3 persons/HH
Tribal Government Operations
In order to retain identity as an independent governmental entity, the Tribe has developed
and operated many programs and services for the community. Independence, sovereignty
and self governance (freedom from external control) is of highest importance to the
Tribe. The Sac and Fox tribal government operations employ over 100 persons and
consist of over 20 departments and programs. Generally, these programs include:

Executive
Health Services Natural Resources
Management Healthy Start Newsletter Publication
Enrollment Higher Education Public Works
Fiscal Historical Preservation Personnel
Facilities Housing P laming
Management
Mental Health Senior Services
Family Services
M.A.D.A.C. Youth Development
The tribe maintains the transportation network through the Public Works Department.
Public Works currently employs eleven staff members who manage operations and
maintain the road network, water and sewer networks, and solid waste management. The
Casino has additional staff to maintain their parhng and road network.
Although the Tribe prefers to be independent of other governmental jurisdictions, it still
must coordinate with the State of Iowa, Tama County, and surrounding communities for
services which the Tribe does not provide. Currently, the Tribe must seek cooperative
agreements with other governmental entities in the areas of police, fire, and emergency
response. A law enforcement agreement between the Tribe and Tama County is renewed
on an annual basis to provide full-time coverage for the Settlement. Firefighting
agreements are in place with the Cities of Tama, Toledo, and Montour for fire response,
and ambulatory emergency response is provided by the Cities of Tama and Toledo.
Water and Sewer Infrastructure
The existing water treatment plant consists of an Osmonics reverse osmosis water
treatment system which became operational in 1999. This water treatment provides
quality water to a majority of the residents of the Tribe as well as the Meskwalu Bingo-
Casino-Hotel. The water source consists of four wells, each 44 to 50 feet deep. Wells
three and four were constructed in 1998. Water storage consists of a 100,000 gallon
multi-legged elevated steel tank located near the Public Works Building. This tank was
constructed in 1998. A 300,000 gallon multi-legged elevated steel tank is also located
approximately 1 % miles north of the existing water tower. Generally, the residents at the
West Village development and south of the Iowa River are served by Poweshiek Water
Association.
The wastewater treatment plant consists of an Aero-Mod mechanical treatment plant.
Phase I accommodates the design flows for current demands, future housing plans, and
other developments without considering the casino and hotel expansion plans. The
existing three cell controlled discharge lagoon system is used for excess capacity needs.
Phase I allows for 0.15 million gallons per day (MGD) treatment capacity. Phase I1 will
meet the needs of the proposed casino and hotel expansion.
A majority of the settlement is served by the wastewater treatment plant. Septic systems
are used to treat wastewater for some areas of the Tribe such as the West Village
development (west of the casino) and developments south of the Iowa River.

Employment and Economy
Employment opportunities are available on the settlement through the Meskwaki Bingo-
Casino-Hotel, Tribal government, Trading Post convenience store, and the settlement
school. Many residents also work outside of the Settlement in the surrounding
communities. In addition, there were over 9,200 full- and part-time jobs in Tama County
in the year 2000, with a majority of those in the 1) Service Sector, 2) Retail Sector, and 3)
Government and Governmental Enterprises.
The Bureau of Indian Affairs compiles labor market information from the Sac and Fox
Tribe every two years. This information is useful, but it does not paint a complete picture
of the settlement economy. One reason this information is not completely accurate for
tribal use is that it accounts for all Indian labor force in the service area, which includes
Indians from any tribe, and not just Meskwaki Indians. The second reason this
information is not completely accurate for the Tribe is that the data is taken from a
determined "service area" which includes surrounding communities and property outside
of the settlement boundaries. Altl~ough the BIA labor market information is not totally
accurate for triballsettlement statistics, it is the report that the federal government refers
to in regard to local employment statistics and unemployment rates.
. .
Information collected for calendar year 2003 indicates that 41.6% of the population
between the ages of 16 and 64 are employed, which accounts for approximately 28 1
persons. Population not available for work accounts for 8.9% of this age group and
unemployment accounts for 58.4%. This is dramatically higher than the County
unemployment rate of 10.2% for year 2003. Of the 28 1 persons employed,
approximately 35% are employed in the public sector and 65% are employed in the
private sector. Table 2-2 exhibits information taken from the BIA Labor Market Study
Table 2-2. 2003 BIA Labor Market Study
Male Female
Tribal Enrollment (official hibal membership totals) 622 687
Total Res~dent/Service Area Indian Population 652 691
Labor force determination
Number under age 16 300 281
Number age 16 through 64 313 363
Number over age 64 39 47
Population not available for work 24 36
Employed in public sector positions 45 54
Employed in pnvate sector positions 84 98
Employed but below the poverty line 0 0
Total number employed
Total number unemployed
Unemployment iate
Settlement employnlent centers consist of the Meskwaki Bingo-Casino-Hotel, Tribal
government, Trading Post convenience store, and the settlement school. There are a total
Total
1309
1343

of 1,375 employment positions available on the settlement. Table 2-3 is a breakdown of
the employment totals for each entity.
Table 2-3. 2002 Settlement Employment Centers
Employment center Number of positions
Meskwaki Bingo-Casino-Hotel 1,200
Tribal Government 108
Trading Post 14
Settlement School 53
Total 1375
The local economy basically consists of the employers listed in Table 2-3. Within Tama
County, employment falls within the categories listed in the following Iowa Workforce
Development table.
Table 2-4. Tarna County Place of Work - 2002
Place of Work
Total
Goods Producing
Consbuction & Mining
Manufacturing
Service Producing
Transp., Commun., and Pub. Util.
Wholesale and Rerail Trade
Wholesale Trade
Retail Trade
Finance, Insurance, Real Esrate
SeMces
Government
Toral Residents
5,450
700
220
490
4,750
210
1280
430
850
150
900
2,220
Land Use
An understanding of land use is central to any planning study. Transportation planning
studies are particularly reliant upon land use data because transportation facilities are
virtually always constructed or improved either in response to increasing development or
as a means for sparking development in areas that are presently undeveloped.
This study has been prepared with a great deal of attention given to the land use patterns
existing on or near the Community. A current land cover and land use map, shown in
Figure 2-3, depicts the current land use of the Settlement. An examination of the map's
legend reveals nine land use categories, each represented by a different symbol. The nine
land use classes developed for this study and their definitions are:
Tree and Forest
Tree and forest designations are those areas which have a majority of the area as tree
cover. These areas are generalized, but can be further classified into 14 specific
categories of tree cover, including: black walnut, bottomland hardwood, box elder,
cottonwood, hackberry, lowland brush, locust, mixed hardwood, silver maple, oak-

hickory, white pine, red oak, slippery elm, and upland brush. There are approximately
2,700 acres with tree and forest cover on the Settlement.
Tree clearing is not recommended for the development of land. Tree and forest cover is
sacred to the people, and tree clearing should only be done when there is no other
alternative.
Commercial
The commercially designated areas those enterprises which cater to the Meskwaki
residents as well as the traveling public with various services and retail sales. Currently,
commercial areas consist of the Trading Post Convenience Store and the Meskwaki
Hotel-Bingo-Casino.
Governmental
The areas designated as governmental use consist of government facilities operations,
such as: the Tribal Center area, Public Works, Healthy Start, the housing department's
storage building, the old school site, MADAC, and Youth Development. The new school
is also categorized as governmental.
Lakes and Reservoirs
This designation includes bodies of water such as lakes, reservoirs, and ponds. kvers
and streams are designated separately as line features.
Farm
The farm designation includes those areas which are used for the purpose of row crops
such as corn and soybeans. This designation does not include pastures. Currently there
are four tribal members farming approximately 1,500 acres on the settlement in Tama
County. The primary crops grown are corn and soybeans. Crop rotation, conservation
tillage, and grassed waterways are used on the farmland to help reduce soil erosion and
maintain andlor improve soil quality.
The soils on the settlement can be divided into two main groups. The Colo series
consists of poorly drained, moderately permeable soils on flood plains and in upland
waterways. The Fayette series is made up of well drained, moderately permeable soils on
upland ridge tops and side slopes. The current concerns to the soils of the settlement
include excessive erosion, loss of productivity from reduced fertility, and erosion
occurring on construction sites. These concerns lead to decreased production, lower
economic returns, and diminish water quality and fish and wildlife habitat.
Grass
Grass areas include pastures and land which may not be farmed because of the location,
slope or flooding frequency. Grassy areas are inundated or saturated by surface or
groundwater at a frequency and duration sufficient to support a prevalence of plants
capable of growing in saturated soil conditions and considered wetlands.

Wetlands must contain hydric soils, hydrophytic vegetation, and wetland hydrology.
Wetlands are important to containing and slowing floodwaters in the Iowa River Valley,
and also provide habitat to a wide variety of wildlife. The tribe has identified
approximately 1,648 acres of wetlands. Of these acres, 790 acres are in valley-margin
areas, located outside the Iowa River floodplain, and include farmland, wet prairie/sedge
meadow, and forested areas. There are 760 acres in flood channel areas, primarily
located directly adjacent to the Iowa River. An additional 98 acres of forested wetlands
are located in tributary corridor riparian areas along minor streams. Wetland delineations
will be a component to all development projects, including road developments. The
Natural Resources Department will coordinate with the planning and public works
departments in delineating wetlands, completing permit applications, and mitigating
wetland losses due to construction projects.
Housing
The housing designation includes those areas where residential units are the primary use
of the land.
Industrial
The Tribe currently does not have any industrial developments. The sole location for this
designation is the wastewater treatment plant and adjacent sewage lagoons.
Recreational
Recreational areas include those areas which are used primarily for
recreational uses. This may include, but is not limited to, campgrounds, pow-wow
grounds, and other areas locally accepted as recreational in nature.
Additionally, another land use of the Settlement is that of cultural and archeological
resources. These areas would include ceremonial areas, cemeteries and burial grounds,
cultural and medicinal plantings, etc. Because of the private and sensitive nature of these
resources, they are not denoted on the land use map.

Figure 2-3. Land Use and Land Cover
Deleted
Future Land Use
Future land use planning affects the development of land and designation of land uses.
Various analysis including the strength and weaknesses analysis and the opportunities
and constraints analysis assist with the designation of future land uses. Figure 2-4 shows
the future land use plan for the Settlement. Note that an official land use plan has not yet
been adopted by the Tribe. The following are some basic principles which also govern
the development of a future land use plan.
Existing Uses. Land use planning places an emphasis on protecting the existing
desirable and stable parts of the community. In most land use plans, 90 percent or more
of developed areas of the community will show the same future land use as the current
one. Therefore, there is not much difference between current and future land uses for the
desirable developed areas of the Tribe.
Use Compatibility. Today, the most basic principles of compatibility separate industrial
uses from residential uses, for the protection of each of those categories of use, and
generally also separate residential uses from intense commercial, institutional, and
governmental uses.
Land Demand. A starting point in land use planning is often land demand projections,
typically focusing on developed land needs. Projections of future populations are used to
determine how much land will be necessary to house that demand. Industrial land needs
are based on economic development plans and employment information. Commercial
land needs are projected as a function of population and traffic counts.
Environmental Opportunities and Constraints. The determination of environmental
factors can help a community decide which areas are most appropriate for future
development, which areas ought to be protected for agricultural, and which areas ought to
be protected because they are environmentally sensitive. Development in areas such as
forest, floodplains, wetlands, and other environmentally significant areas should be
carefully considered. Agriculture is an important part of the local economy, and areas for
fanning should be preserved.
Transportation Influences. Transportation significantly affects land use patterns.
Industry and retailers want to locate along major routes, not along residential routes
where unreasonable amounts of traffic are created which interfere with residential traffic.
Institutional and governmental uses should also be located along major transportation
routes In general, trip generators should be located along major arterials.
Development Capacity Analysis. Future development and land use planning is also
constrained by the development capacity. Typically, this includes infrastructure such as
vehicular access, water, sewer and other utilities and infrastructure. Service areas and
capacity constraints often steer development into certain areas.

HistoricaUCultural Preservation. Cultural and archeological resources are integral to
Tribal heritage. ~istori'cal and cultural areas include the pow-wow grounds, ceremonial
areas, cemeteries and burial grounds, cultural and medicinal plantings, etc. These areas
must be protected from future land use development.

Figure 2-4. Future Land Use
Deleted
Multi-Modal Transportation
Although this plan mostly focuses on the road network, the transportation system consists
of many modes of transportation. The other major modes of transportation will be
touched on in this section of the plan.
Rail Service
The Union Pacific Railroad (comprised of the original Union Pacific, Missouri Pacific,
Chicago and North Western, and Southern Pacific railroads) operates a main line from
Clinton to Council Bluffs which bisects the Settlement from east to west. The UP is the
largest railroad in the US., operating nearly 34,000 miles in 24 states in the western two-
thirds of the United States and into Mexico. The UP operations link major West coast and
Gulf ports with major gateways to the east including Chicago, St. Louis, Memphis, and
New Orleans.
A great variety of freight commodities are moved by rail, ranging from mail, textiles and
furniture to lumber, plastic pellets and automobiles. However, more than three-fourths of
all Iowa rail traffic involves bulk commodities, primarily coal, grain and grain products
(food and fertilizer). The main products handled by the UP include chemicals, coal, food
and food products, forest products, grain and grain products, intermodal, metals and
minerals, and automobiles and parts. Potential economic development initiatives should
keep in mind the opportunity for rail service. Many businesses and industries rely on rail
transportation for delivery of products and materials and would find it advantageous to
develop near a rail line.
Air Transportation
A minor need for air transportation currently exists, which may further increase with
additional economic growth. Regionally, there are several general aviation airports and
three commercial service airports which can be utilized to meet the Settlement needs.
Development of a small general aviation airport may be feasible, but this would not meet
the corporate and business airport needs which typically require longer runways.
Airports which are designed for business jets have very strict Federal Aviation
Administration (FAA) requirements for minimum runway lengths, safety zones,
minimum clearance heights, and topographical requirements which may not be able to be
met with the current land base.
River Transportation
The Iowa River passes through the Settlement, but is not a navigable river. Iowa is
served by two navigable rivers, the Mississippi and Missouri, totaling 491 miles.
Therefore, there is no opportunity for water transportation for the Settlement.

Transit services
Transit services are needed for medical, employment, shopping, and recreational needs
for all age groups on the Settlement. Tribal services and programs are located at various
locations throughout the settlement, and homesites are also dispersed throughout the
settlement. A number of residents are not able to drive and have a difficulty in making it
to appointments. The settlement currently does not have a full scale transit service, but
does provide limited services for medical and health treatment related appointments. The
following data was provided by the Meskwaki Health Clinic for their provision of transit
services:
Year 2000 - 927.7 hours
Year 2001 - 679.2 hours
Year 2002 - 756.2 hours
Region 6 (Peoplerides) public transit services can be accessed by anyone on the
settlement. All vehicles are fully accessible for disabled, and these services could be
expanded and/or coordinated with current Meskwaki transit services. Region 6 contracts
public transit services with various other organizations such as Ellsworth Municipal
Hospital, Grinnell Regional Medical Center, and Poweshiek Mental Health. These
organizations operate one of the Region 6 transit vehicles and are provided annual
financial support. This option should be further explored to determine whether a deeper
relationship could exist with outside providers of transit services.

Chapter 3
Existing Transportation System
System Description
The information contained in the system description is used to identify current and future
transportation system deficiencies. Improvement concepts and strategies to meet these
deficiencies were analyzed from the following system characteristics:
Inventory
An inventory of existing services and facilities is used to determine the size and condition
of the system. The inventory will define location, lengths, widths, surface types,
horizontal and vertical curves, structures, drainage and traffic volumes. The ownership
of all the roads in the current inventory is shown in Figure 3-1. Table 3-1 shows a
breakdown, by mileage, of all roads on the inventory by ownership and pavement type.
Note that not every road is included on the road inventory. Some roads lead to culturally
sensitive areas such as cemeteries, culturally significant areas, ceremonial areas,
traditional plantings, and other sensitive sites. These are considered private roads and
have been omitted from the inventory.
Table 3- 1. Roadway Ownership Mileage by Surface Type
Ownership Surface Type
Ekth Gravel Paved Total
Bh Roads 4.7 5.5 0.1 10.3
Tribal Roads 7.1 6.8 3.8 17.7
State Highways 0.0 0.0 6.6 6.6
County Roads 0.0 14.9 14.6 29.5
TOTAL 11.8 27.2 25.1 64.1
Classification
Most funding is geared to a functionally classified system of roads and streets. The BJA
Functional Classification System was designed to define the function and identify the
importance of various roads. Table 3-2 shows the BJA functional class for all roads on
the inventory. The BIA functional classifications are defined as follows:
1. 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.
2. 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 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.
3. Streets that are located within communities serving residential areas.

4. Rural major collector road is collector to rural local roads.
5. Rural local road that is either a section line andlor stub type roads,.make
connections within the grid of the IRR system. This class of road may serve areasm
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.
6. City minor arterial streets that are located within communities, and serve as access
to major arterials.
7. City collector streets that are located within communities and serve as collectors to
the city local streets.
8. 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.
9. This classification encompasses other transportation facilities such as public
parking facilities adjacent to IRR routes and scenic byways, rest areas, and other
scenic pullouts, ferry boat terminals, and transit terminals.
10. This classification encompasses airstrips that are within the boundaries of the
IRR system grid and are open to the public. These airstrips are included for inventory
and maintenance purposes only.
1 1. 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.
Road Inventory Segments
The following roads represent the Sac and Fox IRR Inventory and the status of each
route.
Table 3-2. IRR Route Details
Route No.
0001 01
0001 02
0002 01
0002 02
Route No.
0002 03
0002 04
0002 05
0003 01
0004 01
0005 01
0006 01
0006 02
0006 03
0006 04
0006 810
0007 01
0012 01
0012 02
Route Name Strip Map Classification
Meskwaki ~d.1305'St. -- 4
305' Street -- 4
Battleground Rd. -- 4
Battleground Rd. -- 4
Route Name Strip Map Classification
Battleground Rd. -- 4
Battleground Rd. -- 4
Battleground Rd. -- 4
Stone House Rd. -- 4
Seymour Rd. -- 4
Springs Rd. -- 4
Casino Entrance -- 4
Bridge -- 4
305' St. -- 4
305" St. -- 4
-- -- --
Sac and Fox Rd. -- 3
Trading Post Rd. -- 4
Trading Post Rd. -- 4
Notes
Change route number to 1 103
Change route number to 1102
Change route number to 1205
F403 Battleground Rd. bridge
Notes
Change route number to 1205
F406 bridge
Change route number to 1205
Change route number to 1301
Change route number to 1302
Change route number to 1202
Change route number to 1 10 1
FOOO Casino Entrance bridge
Change route number to 1 102
Change route number to 1 102
Unidentified - remove route
Change route number to 1203
Change route number to 120 1
Change route number to 120 1

0012 03
0012 04
0501 01
0501 02
0501 810
0501 820
0549 810
1101* 01
1101* 02
1101* 03
1102* 01
1102* 02
1103* 01
1201* 01
1201* 02
1201* 03
1202 01
1203 01
1205 01
1205 02
1205 03
1301* 01
1302* 01
1401* 01
1401* 02
1402* 01
1402* 02
Route No.
1901* 01
1902* 01
1903* 01
1904* 01
1905 01
1906 01
1907 01
Bridge -- 4
Trading Post Rd. -- 4
West Quail Rd. -- 4
West Quail Rd. -- 4
-- -- --
-- -- --
-- -- --
Casino Entrance 4 2
Bridge 4 2
Casino Entrance 4 2
305' St. 1 4
305' St. 1 4
Meskwaki Rd. 1 4
Trading Post Rd. 4 2
Bridge 4 2
Trading Post Rd. 4 2
Springs Rd. 5 4
Sac and Fox Rd. 5 4
Battleground Rd. 1 4
Bridge 1 4
Battleground Rd. 1 4
Stonehouse Rd. 6 5
Seymour Rd. 6 5
Tribal Office Rd. 5 4
Tribal Office Rd. 5 4
School Rd. 5 4
School Rd. 5 4
Route Name Strip Map Classification
School Rd. Extension 5 4
Trading Post Connector 4 4
West Casino Entrance 4 4
Health Clinic 5 4
Regional Trial Fig. 4.2 5
West Village Trail Fig. 4.2 5
Tribal Center1
Red Earth Trail Fig. 4.2 5
Northwood Stub Trail Fig. 4.2 5
North Area Stub Trail Fig. 4.2 5
School to School Trail Fig. 4.2 5
30sth St. Trail Fig. 4.2 5
Pow Wow Trail Fig. 4.2 5
West Village Rd. 2 4
Northwood Dr. 3 4
Red Earth Dr. 3 4
Deerfield Crossing 3 4
Edgewood Dr. 3 4
West Quail 5 4
West Village #1 2 4
West Village #2 2 4
F Ave. Circle 3 4
Red Earth #1 3 4
Red Earth #2 3 4
Red Earth #3 3 4
Red Earth #4 3 4
Red Earth #5 3 4
Circle Ridge Dr. 3 4
F409 Trading Post bridge
Change route number to 120 1
Change route number to 2206 ,
Change route number to 2206
Unidentified - remove route
Unidentified - remove route
Unidentified - remove route
BIA Rte.
BIA Rte. Old Bridge number FOOO
BIA Rte.
BIA Rte.
BIA Rte.
BIA Rte.
BIA Rte.
BIA F409 Bridge
BIA Rte.
BIA Rte.
BIA Rte.
BIA Rte.
BIA F406 bridge
BIA Rte.
BIA Rte.
BIA Rte.
BIA Rte.
BIA Rte.
BIA Rte.
BIA Rte.
Notes
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Proposed BIA Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.
Tribal Rte.

2310 01 Northwood #1 3 4 Tribal Rte.
2311 01 30.5~~ St. Ct. ' 5 4 Tribal Rte.
2312 01 Meskwaki #6 5 4 Tribal Rte.
2313 01 West Quail Ct. 5 4 Tribal Rte.
2314 01 East Quail 5 4 Tribal Rte.
2315 01 East Quail Ct. 5 4 Tribal Rte.
2316 01 Meskwaki #I 5 4 Tribal Rte.
2317 01 Meskwaki #2 6 4 Tribal Rte.
2318 01 Meskwalu #3 6 4 Tribal Rte.
2319 01 Meskwaki #4 6 4 Tribal Rte.
2320 01 Meskwaki #5 5 4 Tribal Rte.
2321 01 Drum 5 4 Tribal Rte.
2322 01 Lasley 5 4 Tribal Rte.
2323 01 Keahna Church 6 4 Tribal Rte.
Route Number Route Name Strip Map
2324 01 Stone House Rd. --
Classification
4
Notes
Change route number to 130 1
2325 01 Seymour Rd. -- 4 Change route number to 1302
240 1 0 1 Lagoon Access # 1 4 4 Tribal Rte.
2402 0 1 Employee Parking 4 4 Tribal Rte.
2403 01 Bingo 4 4 Tribal Rte.
2404 0 1 Lagoon Access #2 4 4 Tribal Rte.
2405 01 Casino Loop 4 4 Tribal Rte.
2405 02 Casino Loop 4 4 Tribal Rte.
2406 01 305' Street Service Rd. 5 4 Tribal Rte.
2407 01 Meskwaki Service Rd. 5 4 Tribal Rte.
2408 01 Heath Clinic North Access5 4 Tribal Rte.
2409 01 Pow Wow Grounds 6 4 Tribal Rte.
2409 02 Pow Wow Grounds 6 4 Tribal Rte.
2410 01 340' Street Service Rd. 6 4 Tribal Rte.
2411 01 Youth Center 7 4 Tribal Rte.
2411 02 Youth Center 7 4 Tribal Rte.
2412 01 Wells Rd. 5 4 Tribal Rte.
2412 02 Wells Rd. 5 4 Tribal Rte.
3101 01 County Rd. E49 8 4 County Rte.
3201 01 E Ave. 8 4 County Rte.
3202 01 335' St. 8 4 County Rte.
3202 02 -- 8 4 County Rte.
3203 01 G Ave. 8 4 County Rte.
3204 01 H Ave. 8 4 County Rte.
3205 01 F Ave. 8 4 County Rte.
3401 01 340' St. 8 4 County Rte.
4101 01
5001 01
U.S.Highway30
Keahna Church
8
--
2
4
State Rte.
Change route number to 2323
5002 01
5003 01
Meskwaki Service Rd.
Drum
--
--
4
4
Change route number to 2407
Change route number to 2321
5004 01 West Quail Rd. -- 4 Change route number to 2206
5005 01 -- -- 4 Unidentified - remove route
* denotes new route number additions to the IRR inventory in 2005.

Figure 3-1. Road Ownership
Deleted
Surface Type
Roadway surfaces used on the settlement include asphalt pavement, concrete pavement,
gravel, and earth. The type of surface on a roadway is usually determined by the amount
of traffic the roadway carries. However, due to monetary and political pressures, this
may not always be the case. A map of road surface types is shown in Figure 3-3.

Figure 3-3. Roadway Surfaces
Deleted
Drainage and Bridges
Effective drainage of water from roadways is essential in order to extend the useful life of
the road. This is accomplished by placing culverts and bridges under the roadways to
keep the water away from the pavement and the road base. For the purposes of the
inventory and this plan, only bridges were evaluated. Officially, a bridge is defined as a
structure erected over a depression or obstruction having an opening measured along the
center of the roadway of more than twenty feet. The Tribe has three qualifying BIA
bridges in the inventory. It is the intention to add numerous State and County structures
to the inventory as shown on the following figure and table. This will allow the Tribe to
enter into cost share agreements with other governmental entities for repairs and
improvements to these structures.

Table 3-3. Future Inventory Bridges
Figure 3-4. Bridge Inventory
Deleted
Route Owner Route Name Route Number Number of Structures
State of Iowa U.S. Highway 30 4101 3
Tama County E-49 3101 6
Tama County E Avenue 3201 3
Tama County 335th St. 3202 2
Tama County G Avenue 3203 1
Traffic Data
Road user characteristics form the foundation of transportation planning. A detailed
knowledge of existing travel behavior and patterns is essential for evaluating current
transportation facilities and for planning future system needs. The following user
characteristics were investigated:
Circulation
An effective transportation system provides for adequate circulation. Users must have
more than one route with which to reach a specific destination. This is especially true
with respect to emergency services. A blocked roadway could spell disaster if there were
no alternate route. In addition, a lack of circulation can overload existing facilities and
cause "bottlenecks." The roadway system on the settlement currently lacks circulation.
Meskwalu Road is the only alternative for users traveling from the north end of the
settlement to the south end or vice versa.
Volumes
Traffic volumes indicate the importance of the routes and provide a definition of travel
patterns. Traffic volumes were collected for routes located on and around the settlement.
Settlement volumes were collected through the use of tube-type traffic counters. Off-
settlement volumes were collected from Iowa Department of Transportation's (IDOT)
traffic count maps for Tama County. Figure 3-5 shows current and historical average
daily traffic (ADT) for major roads on the inventory that are located off the settlement.
Figure 3-6 shows current and historical ADT for major roads on the settlement. Figure 3-
6 clearly demonstrates that Meskwaki Road carries a large amount of traffic, especially
considering it is a gravel-surfaced roadway. By providing an alternate route for north-
south travel on the settlement, better circulation could be achieved, thereby decreasing
the high volumes on Meskwaki Road.

Figure 3-5. Local Traffic Volumes
Deleted

Figure 3-6. Settlement Traffic Volumes
Deleted
Travel Demand
Travel within and outside of the community consists of individual trips. All trips have a
purpose. Generators are the destinations of these trips - the reasons people travel. Some
of the high traffic generators of the Meskwalu community include the casino, the Trading
Post, the school, the health center and the tribal offices. Traffic generators outside the
community's borders include nearby cities such as Tama/Toledo, Montour and
Marshalltown.
Accident Data
Traffic accidents provide a degree of feedback on the relative safety of the transportation
system. A problem may exist if a section of highway or a particular intersection exhibits
an accident rate significantly higher than those of comparable facilities. Ascertaining the
nature of the facility's particular problems is a major step in improving the performance
of that system. By far, the most heavily traveled roadway near the settlement is US
Highway 30. Due to the shear number of vehicles that travel this route, it has the highest
probability for traffic accidents. Figure 3-7 shows the location and number of traffic
accidents that have occurred along US Highway 30 in the vicinity of the settlement in the
years 199 1 through 2000.
Each line reflects an accident location. Dark lines represent "property damage only"
accidents and light lines represent injury accidents. Only two fatal accidents occurred
during this timeframe, and both of them are represented by circles.
It is quite evident from Figure 3-7 that the location with the highest number of overall
accidents (36), one being fatal, is the intersection of US 30 and the casino entrance.
This intersection consists of what is essentially a two-lane access road crossing a
divided four-lane highway.
Traffic volumes in this vicinity are very high, and there are many turning movements
being made into and out of the casino entrance. It should also be noted that the speed
limit on US 30 is 55 miles per hour. The combination of high volumes, high speed,
and turning movements is what makes this intersection so dangerous.
In order to reduce the number of accidents at this location, the Tribe should meet with
representatives from the IDOT to discuss alternatives for improving the safety of this
intersection. Some options include: reducing the speed limit on US 30 in the area of
the intersection, adding more advanced warning for users of US 30, building
acceleration/deceleration lanes, and constructing an overpass.

Figure 3-7. Accidents Along US Highway 30 (1991-2000)
Deleted
Source: Iowa Department of Transportation Office of Traffic and Safety
Maintenance
The primary purpose of any roadway maintenance is to keep the transportation facilities
in safe operating condition and to protect the public's investment. The entire
transportation program is affected by the degree of efficiency of the maintenance work
performed on the system. The organizational structure for road maintenance is based on
a route's designation.
Routes on the state road system are the direct responsibility of IDOT. District
Maintenance Engineers formulate the annual maintenance work program. The annual
program is funded using monies appropriated for both routine and special maintenance.
Some examples of state maintenance activities include: general maintenance, winter
maintenance, bridge maintenance and roadside facilities.
The county is responsible for maintaining routes on the county road system.
Roads carrying a BIA designation are eligible for maintenance through the Area Roads
Engineer and Agency Roads Engineer. However, maintenance and construction of roads
with a Tribal designation is solely the Tribe's responsibility. The Tribe's options include:
the establishment of a BIA road maintenance program for the Community, the
establishment of a tribal highway department through a road maintenance contract with
the BIA as permitted under Public Law 93-638, or the establishment of a maintenance
agreement with a local governmental entity or construction firm. These options may be
limited by the amount of hnds available to the Tribe and the amount they choose to
allocate to roadway maintenance.
It is recommended that the Tribe develop a road maintenance program. This program
will allow the Tribe to track and better budget for road maintenance. Information in
regard to deferred maintenance will also be tracked thereby allowing the Tribe to better
understand long range costs to maintaining the road inventory. The BJA Midwest
Regional Office is able to assist the Tribe with the development of such a program.
Network Deficiencies
Network deficiencies deal with roadway surface characteristics such as rutting, cracking,
corrugation, bleeding, gravel loss, grade depression and performance during inclement
weather.
Rutting is a surface condition familiar to all dnvers. It is the result of inadequate
drainage and may cause damage to the road base if the condition is severe. It should be

noted that minor rutting is a common occurrence on gravel roads. A quick maintenance
response will usually solve the problem and avoid long-term damage.
Corrugation is a surface or base problem that creates a "washboard" effect. This
condition is often found in areas where vehicle braking is common. Vehicle handling can
be severely affected by this condition.
Grade depression is a condition which results fiom erosion or settlement of a portion of a
roadway. As a result of this problem, gravel roads may be poorly drained and show
evidence of rutting or other surface problems. Paved roads will show evidence of dips
and surface crachng.

Chapter 4
Transportation Plan
An effective transportation plan must convert into an action program which schedules
proposed improvements in accordance with available funds. Funds must be matched to
the prioritized improvements when funds are not sufficient enough to provide for all the
current or future needs-. This will result in the development of a Transportation Program.
As each year goes by, adjustments may need to be made in the programming to fit
changes in funding, policies, land use, public demands, etc.
The Tribe can request a change to the BIA Road System to create or delete mileage, to
transfer mileage or to change the class of the road. Roads can have their right-of-way
transferred to the BIA road system if the road was designed and built to American
Association of State Highway and Transportation Officials (AASHTO) standards,
inspected by a qualified inspector, accepted by the BIA and accompanied with a
maintenance agreement. Furthermore, the tribal council must pass a resolution
requesting to modify the BIA road system.
Roads are usually classified according to their locale and usage. Standards are
established for the purpose of defining minimum criteria for the maintenance and
construction of rural and urban routes for each functional classification. These standards
are used as a management tool and serve as guidelines for decision making. When
combined with inventories conducted by the operators, these guidelines provide insight
into network deficiencies.
The following sections identify and discuss the different standards that should be
established for comparison purposes in order to allow the system operators to accurately
determine existing and future network needs.
Maintenance
Road maintenance is a key administrative and operational activity that plays an important
role in the implementation of a transportation plan. An appropriately administered
maintenance program is a crucial factor in achieving maximum efficiency from a
transportation network. Proper maintenance can also reduce the need for major
refurbishment efforts in the future.
An evaluation of maintenance needs for the basic IRR system was conducted as part of
this study. The purpose of this evaluation was to assess the amount of effort and funds
necessary in order to maintain the network. The dollar value of maintenance on these
routes is shown in Table 4-3. Annual maintenance amounts were calculated for a 0.10
mile section of road based on surface type (paved, granular or earthen). It was assumed
that a paved road would have joints and cracks sealed every five years and the shoulders
reworked every three years. The related cost for annual upkeep for a 0.10 section of
paved roads is $750. For a granular road, the surface should be regraded and rerocked
twice annually which leads to annual maintenance costs of $2500 per 0.10 mile section.
There are minimal costs associated with the annual upkeep of earthen roads. These see

much lower traffic volumes than other sections of road in the inventory. As a result, an
annual maintenance cost of $150 was assigned to these road types. Finally, an annual
maintenance cost of $2500 per bridge or major drainage structure was assigned. .
Design Standards
Design standards are the minimum guidelines used in the construction and or
reconstruction of a roadway. Horizontal curves, vertical curves, surface width, shoulder
width, drainage and bridge width are some of the roadway components which have
standardized designs.
The standards used for designing a particular road are typically based on its functional
classification and its ADT. There is a high correlation between ADT, functional
classification and design standards. This correlation is usually reflected in more stringent
design standards being required for those routes having higher functional designations
and higher traffic volumes. The composition of the ADT is also important when defining
design standards. A high percentage of trucks on a section of road with a low ADT must
be accounted for during pavement design.
Roadway width is another important design criteria because it can affect safety and
average speed regardless of other roadway design elements. It makes sense that heavily-
used roadways are designed with greater overall pavement widths than seldom-used
service roads. AASHTO recommends a 24-foot wide surface width with six-foot
shoulders for a nual road with heavy traffic. This standard has been adhered to on recent
Meskwalu construction projects and was used in the development of estimated costs for
future projects.
Composition of traffic is also important in defining design standards. A roadway having
a low ADT may actually be supporting a high percentage of trucks or buses. Obviously,
heavier vehicles cause greater damage to the roadway. This kind of situation is addressed
by using traffic composition characteristics in the development of the design standards.
Another important design standard relates to the centerline profiles of existing and future
roadways. AASHTO recommends a maximum grade of six percent for rolling terrain.
This is another design element that can greatly improve the safety of a given section of
roadway if applied properly during design or reconstruction.
The design standards used in this study for rural routes are shown in Table 4-1. These
standards are the same as those recommended by AASHTO and typically used by IDOT
Table 4-1. Rural Design Standards
-----
Tribal Road Classification Surface Width (feet)
Major Arterial
Minor Arterial
24
22
6
4
Shoulder Width (feet)
Trips per day ADT
900
650
500
400
Bridge Width [feet)
34
30

Major Collector
Minor Collector
Local Road
Service Road
20
20
18
16
4
4
2
0
It is important to note at this time that there is a fine balance between strictly adhering to
a set of design standards and the practicality of their application. Every design situation
has unique needs. The sensitivities of adjacent lands and property owners cannot be
overlooked during the design phase.
Performance Standards
Performance standards are established to provide motorists with sufficient information to
allow them to safely operate their vehicles. These standards include direct information
such as advisory signs and indirect information referred to as driver expectancies. The
standards vary with the type and character of the road. For instance, major arterial routes
will normally have a larger number of advisory signs than minor collector routes. This is
to ensure a greater consistency of vehicle operation for the more heavily-traveled routes.
The role of driver expectation is particularly important in establishing performance
standards. Consistency is key. Performance characteristics should be consistent
throughout each route as well as among routes having the same functional classification.
Speed serves as a good example of this need for consistency. A dnver on an arterial
route should be able to expect a consistently high travel speed requiring very little
variation resulting from design or roadway conditions. Service roads are at the other end
of the spectrum. Drivers on routes that function as service roads expect to drive at a
slower speed and accept more frequent changes in speed because of design or road
conditions.
The rural performance standards presented in Table 4-2 were applied to the analysis of
rural roads within the Community. These standards relate to acceptable speed, acceptable
change in speed and ride quality.
Table 4-2. Rural Performance Standards
Tribal Road I Acceptable Speed (MPH) Acceptable Change in SpeM
- Classification (MPH)
---
Maior Arterial 50.0 0.5 No Adverse Effects
Major Collector
Minor Collector
37.5
32.5
5.0
400
200
70
30
250
150
50
20
28
28
24
24
Ride Quality
Slight Reduction in Speed
I
7.0 Slight to Moderate Reduction in
Speed

Local Road 30.0 . 10.0
Service Road
Signs should be used only where warranted by facts and field studies. Signs are essential
where special regulations apply at specific places or at specific times only, or where
hazards are not self-evident. They also give information as to highway routes, directions,
destinations and points of interest. Signs ordinarily are not needed to confm rules of the
road.
Roadway geometric design and signage standards should be coordinated so that signing
can be effectively placed to give the motorist necessary directional and warning
information. The Manual on Uniform Traffic Control Devices (MUTCD) has been
developed by AASHTO in an attempt to unify applicable standards with different classes
of road and street systems. The MUTCD will prove to be a valuable reference for all
traffic control related issues.
Long Range Improvement Plan
Table 4-3 prioritizes the all transportation related projects according to the estimated time
of completion - short-term (0-5 years), mid-term (5-10 years) or long-term (10-20 years).
Table 4-3. Project Prioritization
Time Frame
0-5 years
0-5 years
0-5 years
0-5 years
0-5 years
0-5 years
0-5 yean
0-5 years
0-5 years
0-5 years
0-5 years
0-5 years
0-5 years
0-5 years
5-10 yrs.
5-10 yrs.
5-10 yrs.
5-10 yr~.
5-10 yrs.
25.0
15.0
Typically Poor
Ownership Route Name
Route Number Project Description
BIA Meshwaki Rd
1103 Replace box culvert s.w. of Tribal Center
BIA 305" Sweet
1102 Base and surface reconstruction
BL4 (proposed) Health Clinic Access 1904 Access road to new health clinic location
BIA (proposed) Frontage Rd.
1902 Between West Village Rd and Trading Post
BL4 (proposed) School Rd. Extension 1901 Complete road plans around ball fields at the school
BIA Battleground Rd
1205 Raise elevation b/c of flooding
BIA (proposed) Red Earth East
None Phase 5 housing east of Red Earth Dr.
BIA (proposed) Frontage Rd Trail
1906 Trail along frontage road
BIA (proposed) Tribal CenterIRed Earth Trail 1907 Trail connecting Tribal Center to school and
continuing to Red Earth Dr.
Tribal
West Village Rd
2201,2301,2302 Pave West Village Road
Tribal
South Farm Pond Access 241 1 Upgrade access to new ponds at South Farm
County
G Avenue Bridge
3203 Replace bridge
County
340' St. Bridge
340 1 Replace bridge
County
C Avenue Bridge
None Rebuild bridge
BIA
Meskwaki Rd.
1103 Pave from 305'~ St. to Tribal Center
BIA
Sac and Fox Rd
1203 Pave, curb and gutter Sac and Fox Rd.
BIA (proposed) Health Clinic Connection None Extend health clinic access road to Meskwaki Rd.
BIA (proposed) Healthy Start Housing None New housing phase adjacent to Healthy Start
BLA (proposed) Red Earth Loop
None In611 housing site connecting Red Ekth to Deerfield
Crossing
BIA (proposed) Tribal CenterRed Earth Trail 1907 Trail continuing from Tribal CenterRed Earth
connection north around loop
BIA (proposed) Northwood Connection Trial
Trail continuance to Northwood Dr.
BIA (proposed) Phase 4 Housing Trail 1909 Trail connecting Phase 4 housing area (North)
BIA (proposed) 305" Street Trail
1911 Trail following 305' Slreet

BJA (proposed) Meskwaki Rd to Pow Wow tr 1912 Trail adjacent to Meskwaki Rd
BWTribal , West Quail Rd 2206,23 13 Pave West Quail Rd.
Tribal East Quail Rd and Ct. 23 14,23 15 Pave East Quail Rd '
BJA Meskwaki Rd. 1103 Pave hrn Tribal Center to E49
BJA (proposed) Regional Trail 1905 Regional mil link through Settlement

Figure 4- 1. Proposed Roads
Deleted

Fi,pre 4-2. Proposed Trails
Deleted
Other Projects
The Long Range Improvement Plan addresses priorities for construction projects. The
following are additional projects and initiatives to consider for improvements to the
transportation network:
Signage and signage inventory
Speed limits
Road maintenance program
Transit system
Safety issues
Multi-modal transportation
Recommendations and Evaluation
The Transportation Plan for the Sac and Fox Tribe of the Mississippi in Iowa should be
adopted by resolution of the Tribal Council as part of the Tribe's ongoing transportation
planning effort. To maintain this effort, the Plan should be reviewed at least every five
years and updated as needed. This should aid the Tribe in their continuing efforts to
acquire funds and in discussions with state and county officials concerning opportunities
for coordination and cooperation of improvement projects and maintenance needs.
Tribal vs. BIA Designation
A majority of the new roads are designated as "Tribal7' ownership. Many of the older
roads on the Settlement are designated as "BIA" roads. The Tribe may wish to designate
any public Tribal road as a BIA road in order to make these roads eligible for BIA
maintenance funding. New roads can also be classified as BIA roads, which would make
them available for construction funds.
Funding
Understanding how funding relates to other administrative duties is crucial. The purpose
of establishing priorities time frames, objectives and legal codes is to establish the basis
for the system operators to analyze needs and then make appropriate recommendations.
These recommendations, along with supporting data, are funneled back through the
administrators to assist in their determinations of budget and funding requirements.
Transportation funding comes from a variety of sources. Each funding source has its
own requirements and limitations. The following are some of the sources for funding:
Highway Trust Funds - Direct Federal:
These funds are administered by the Direct Federal Division of the FHWA, through the
BIA to the tribes. The use of these funds is limited to construction and reconstruction of
roads on the BIA System.
TEA-2 1 stands for the Transportation Equity Act for the 21'' Century (23USC
202(d)(2)(D)) (Public Law 105-178). This act provides the funding for the IRR program.

This program provides funding for the planning, design, construction, or reconstruction
of designated public roads, bridges, and other transportation facilities and activities
serving Indian communities, lands, and reservations. It is administered jointly by the,
BIA and FHWA.
Tribal Road Maintenance Funds:
These funds, administered by the BIA, are derived from appropriations made by
Congress to the various tribes. The use of these maintenance funds for BIA roads is
determined by the Tribal Governing Board. This is the most prevalent source of
recurring funding for the Tribe. As of the time of the development of this plan,
maintenance funding (per mile) for BIA routes are as follows:
Asphalt surface: $2,500
Gravel surface: $1,900
Improved earth surface: $1,300
Unimproved earth surface: $600
Snow and ice removal: $1,100
Additional bridge maintenance funding from bridge inspection reports
State Funds:
These funds, administered by IDOT, are derived from motor fuel taxes, vehicle
registration fees, the transportation bonding program, and miscellaneous appropriations
made by the Legislature. State revenues are used to match Federal dollars and must
support all necessary maintenance on state and county roads. The Tribe, as a sovereign
nation, would be eligible for funding through most DOT programs that are available to
other local Iowa governmental agencies. Funding programs include: aviation, economic
development, rail, road, street, bridge, traffic safety and engineering, trails, and transit.
Further information can be found in the IDOT Funding Guide on the IDOT web site.
Local Funds:
These funds, administered by the individual counties, townships and cities, are primarily
derived from local property taxes. These funds are used to match State and Federal
dollars and must support all maintenance of local roads. These funds can be used
primarily on those county-owned segments which are on the IRR inventory.
Regional Funding:
The Tribe can apply for Region 6 Planning Commission Transportation Enhancement
Funds on an annual basis to complete eligible transportation enhancement projects. It is
possible that there may be some transportation projects on the settlement that would be
eligible for the Region 6 Surface Transportation Program. The STP program is primarily
for highway projects on the federal aid network, and public transit rolling stock. Region
6 will strive to keep the Tribe informed about Region 6 meetings and funding
opportunities. All of the Regional transportation funds are programmed from January -
March. Funds are typically programmed 3-4 years into the future, so if the Tribe is
seeking funds from Region 6 it is important to start early in the process.

It is possible that Region 6 could also assist the Tribe in accessing Federal Transit
Administration funds for rolling stock or FTA and IDOT funds for operating vehicles.
One of the primary conditions, however, with accessing state or federal transit funds is
.that the vehicles will need to be open to the general public. All the public transit vehicles
also would need to be signed like current Peoplerides vehicles. The annual transit
funding applications are due in March, but the funds are not typically available for 2-3
years.
Strip Maps
The following pages are the strip maps submitted with the 2005 inventory updates.