Walk Fort Wayne Plan

Pedestrian Network Policies . . . . . Education & Outreach . . . . . .Legislative Policies . . . . .  Maintenance

Safe Routes to School . . . . . . . . . . . Implementation . . . . . . . . . . .Glossary

WALK FORT WAYNE PLAN
INTRODUCTION

Walk Fort Wayne emerged from Plan-it Allen!, the Fort Wayne / Allen County Comprehensive Plan. Plan-it Allen! encouraged the City to “develop a community-wide plan for the provision of sidewalks” to expand transportation options for its residents. Soon after Mayor Henry took office, he saw the need for an expanded active transportation system and directed City Planning staff to draft Fort Wayne’s first pedestrian plan. Walk Fort Wayne picks up where Plan-it Allen! left off and provides specific guidance on how to promote and invest in safe pedestrian connectivity. The plan has been divided into five main areas, the development of a Pedestrian Network, Educating and Outreach to the general public, recommended Legislation updates and changes, Maintenance along major thoroughfares, and development of a "Safe Routes to School" program.

The Planning and Policy Department, in cooperation with Northeastern Indiana Regional Coordinating Council, first collected the existing conditions for pedestrian infrastructure. They identified where there was missing sidewalk along all the City’s major thoroughfares. During this process, staff also collected information depicting how much right-of-way was available along these same thoroughfares, to help plan for prioritization of future projects.

Recognizing the magnitude of drafting Fort Wayne’s first Pedestrian Plan, an Internal Sidewalk Team was formed in late March, 2009, which included members from city, county and regional departments. A Sidewalk Advisory Team was also formed to meet bi-monthly to advise the Internal Team during the planning process. The Advisory Team had a broad knowledge base, and included members from city departments, the private sector, not-for-profit agencies, and members from City Council.

A survey was developed and conducted between July and November, 2009. Outreach of the survey was extensive and included locations such as local library branches, YMCA Central Branch, area Colleges and Universities, the Burmese Advocacy Center and the Fort-4-Fitness Health Expo. Also, various methods were used to collect over 2,500 survey responses, which was valuable in providing guidance during the planning process. More information and results from the survey can be viewed by clicking HERE .

In addition to producing and analyzing the survey results, the Internal Sidewalk Team also presented and obtained feedback from the Area Partnerships. Meeting with the neighborhoods, from August through October, 2009, further solidified and demonstrated the support this community has for improved infrastructure for active modes of transportation, such as walking.

Finally, after recognizing the need for safe and accessible pedestrian infrastructure that serves public transit stop locations, city staff did a “ride-along” on Citilink buses in October of 2009. While riding the bus, staff spoke with passengers about difficulties they faced when using or getting to and from the bus. Staff also observed the built physical environment passengers are faced with while using transit, and the behaviors of passengers who are trying to deal with that physical environment.

Below is an abbreviated look at the Walk Fort Wayne Plan. To view the full final Plan, please click HERE .

PEDESTRIAN NETWORK GOAL:
Provide the community with an interconnected pedestrian network along all major thoroughfares that is safe, accessible and comfortable for a diverse group of users.

Policies and Action Steps

Policy 1:
Ensure pedestrian connectivity by utilizing the Pedestrian Connectivity Needs Map as part of the design process of all right-of-way construction or improvement projects.
The Pedestrian Connectivity Needs Map, as a part of this pedestrian plan, was carefully developed through a thorough analysis of existing conditions and how they relate to current and future community pedestrian connectivity needs. The Map should be used when planning and designing new and/or reconstructed transportation facilities to assure that sidewalk and other pedestrian amenities are integrated into projects.

The Pedestrian Connectivity Needs Map prioritizes specific segments of streets in need of sidewalks within many areas that have been identified as priority "Pedestrian Generating Areas ," or PGAs. These PGAs are the prime areas within the City of Fort Wayne where pedestrian accessibility to major destinations has been determined to be most critical. Although there are hundreds of miles of streets and thoroughfares throughout the City in need of sidewalks on one or both sides, the Walk fort Wayne Plan has been developed to focus first on those locations in most need of safe, pedestrian access, i.e., the Pedestian Generating Areas as depicted on the Pedestrian Connectivity Needs Map. The Map reflects a prioritized ranking of need for each roadway segment within each PGA.

The intent of the Map is to be used to assist in the implementation of many of the goals and policies within this Walk Fort Wayne Plan. The Map should be used as an implementation tool in the on-going effort to provide connectivity and safe pedestrian facilities in the areas of highest need. The Map will allow the City to channel, focus, and schedule its limited and competing funding sources to logical, researched, and documented areas and destinations of greatest pedestrian need, based on community-wide input and priorities.

Policy 2:
Focus planning and prioritization of new pedestrian facilities on segments of major thoroughfares that are closest to pedestrian destination areas according to the Pedestrian Connectivity Needs Map within this Plan.
Although the availability of local, state and federal funding for sidewalks and other pedestrian facilities can often be limited and constraining, with many competing projects, the planning for new facilities should focus on those areas closest to priority pedestrian destinations, as depicted on the Pedestrian Connectivity Needs map.

Policy 3:
Ensure that pedestrian facilities, such as sidewalks and pedestrian safety facilities, are considered integral components in the design and development of all public street improvement projects.
In the past, public streets and thoroughfares were often designed and constructed with the primary purpose of providing accommodation for automotive transportation. Shifting to a focus which encourages and promotes balancing the need for all forms and modes of transportation along public thoroughfares can only be accomplished through communication and coordinated planning in the design of all transportation projects.

Additionally, if all thoroughfares are designed and built to include pedestrain infrastructure, it expands the existing network and eventually will create a highly connected pedestrian system. Each new street improvement project that includes pedestrian facilities further connects Fort Wayne citiens to the destinations that they want/need to get to.

Action Step A:
Train city staff responsible for the review of city infrastructure projects, as well as staff issuing permits for private construction on the sidewalk policies within this Plan.
Action Step B:
Stakeholders, such as representatives and staff from: City planning, urban design, neighborhood leaders, forestry and parks, street lighting, traffice management/safety, and traffic engineering should be consulted at the scope-setting, design, and final construction plan phases of a project to assure project alignment with the goals and policies within this Plan.
Action Step C:
Include identified stateholders in all planning and project review routings of Board of Works sidewalk, utility, and street and roadway projects to assure project alignment with the goals and policies within this Plan.

Policy 4:
Collaborate with public utility providers to determine the most appropriate locations for new pedestrian and utility infrastructure, and to coordinate and balance the design and construction of new pedestrian facilities with the cost of relocating existing utility infrastructure.
Public rights-of-way are necessary for many uses. These include public roadways, shoulders, alleys, curbs, sidewalks, trails, bike lanes, park strips, trees, street lights, signage and traffic signalization. They must also accommodate below and above ground utility infrastructure, such as water and sewer lintes, and private utilities such as telephone, fiber optic, and other communications infrastructure. However, the public rights-of-way often have specific space limitations. Balancing the needs of all of this infrastructure should require communication, collaboration and planning between all parties in order to meet the needs of all in an orderly, cost effective manner.

Policy 5:
Ensure that the design and construction of new transportation facilities anticipate and accommodate the future demand for pedestrian facilities (bridges, interchanges, intersections, etc.).
In order to prevent future barriers to a connected pedestrian network, the design and construction of major transportation facilities should anticipate and accommodate pedestrian facilities, such as bridges, interchanges and intersections, even if connecting infrastructure does not exist. This is especially important if the project is located in or near a Pedestrian Generating Area noted on the Pedestrian Connectivity Needs Map.

Policy 6:
Ensure that the minimum standards for sidewalk construction are consistently applied to all public street improvement projects.
Unless waived for unusual, excessively costly, physically constraining or other identified reasons, sidewalk design and construction on public thoroughfare projects should be standardized and consistently applied. Waivers should be the exception rather than the rule.

Action Step A:
Work with the Board of Works staff to develop specific criteria for waivers of minimum standards to be adopted by the Board of Works. These may include areas with low pedestrian demand, natural physical barriers, such as rivers and streams, or railroad rights-of-way.

Policy 7:
New pedestrian facilities along urban designed major thoroughfards (where there are no street trees) should maintain the City's standard of a 5' minimum buffer between the vehicle travel lane and the pedestrian facility. In areas with existing street trees or where new plantings are required or planned, appropriate construction methods to guide tree roots to avoid damage to adjacent infrastructure, or a wider 6' minimum buffer, should be used in compliance with standards established by the Division of Parks and Recreation.
The design and construction of new or reconstructed sidewalks should be done in such a way as to maximize the aesthetic appearance, safely, and environmental conditions within the thorougfare right-of-way. Standardized design and construction of sidewalk buffer/park strips and tree planting areas will provide safety, healthy growing conditions for street trees, and reduce unnecessary future costs of tree removal and sidewalk repair - due to tree root damage.

Action Step A:
Include the Division of Parks and Recreation in all planning and project review routings of Board of Works sidewalk, utility, and street and roadway projects to support implementation of this Plan.
Action Step B:
Provide trees adjacent to sidewalks, curbs and streets with favorable soil conditions or other devices or techniques to encourage deep root growth that will be less likely to disturb adjacent pavements or infrastructure.

Policy 8:
Ensure that appropriate pedestrian safety facilities are incorporated within street improvement projects, and at all intersections along major thoroughfares. Mid-block crossings should be provided in high pedestrian demand areas and where vehicle and pedestrian conflicts are minimal.
Safety and ease of accessibility for pedestrian transportation is paramount to this pedestrian plan and will enhance its use and utility. While there are design guidelines available from the AASHTO and the Federal Highway Administration, planning and design decisions should reflect local expectations for user safety and comfort.

Mid-block crossings, in appropriate, safe locations of high pedestrian demand areas can be useful and beneficial to the entire transportation network. However, great care in their proper location and design is essential to their effective and safe use. The design of mid-block crossings should protect the pedestrian by using appropriate traffice control devices, such as refuge islands, lighting, striping, signs and signals.

Policy 9:
Pedestrian Facilities should be coordinated with public transit facilities to ensure that transit stop locations are safe and accessible to all pedestrians.
All users of local public transit routes and stop locations must have safe and easy access to sidewalks and other connecting pedestrian facilities in order to reach desired destinations. Planning and designing sidewalks that connect to transit stop locations should be a reasonable priority.

Policy 10:
Encourage and facilitate the incorporation of appropriate public transit access facilities at existing and anticipated high use transit stop locations and at new large scale developments, as warranted.
As stated in Policy 9, public transit users need safe, easy access to transit stop locations. However, once pedestrians arrive at these locations, appropriate facilities, such as bus pads, shelters and lighting, are necessary to accommodate user safety and shelter from inclement weather conditions. Planning and coordination for such facilities can help to assure they are provided at high use locations and when new major deveopments are planned.

Action Step A:
Coordinate with Department of Planning Services, Public Works, NIRRC and Citilink to identify high use transit stop locations to ensure appropriate facilities are appropriately planned, designed and provided.

Policy 11:
Develop various funding strategies to build and improve new and existing pedestrian facilities.
The availability of local, state and federal funding for sidewalks and other pedestrian facilities can often be limited and constraining, with many competing projects. As such, it is important to cooperate with and seek out other potential funding organizations, partners and stakeholders. The adoption of this pedestrian plan as an amendment of the City of Fort Wayne / Allen County Comprehensive Plan can be useful in securing competitive funding opportunities to implement its goals and policies. Incorporating projects from the Pedestrian Connectivity Needs Map into the City's CIP can also assist with the Plan's implementation.

Action Step A:
Ensure that this Plan's priority improvements are included within the City's Capital Improvement Program (CIP).
Action Step B:
Encourage and foster public/private funding partnerships to promote the implementation of the Walk Fort Wayne Plan.

Policy 12:
Encourage the community to pursue private, not-for-profit, philantropic and governmental funding resources to assist with the implementation of this Plan.
Collaborating with and among both governmental and non-governmental entities and organizations can assist in securing funding opportunities for pedestrian facilities and projects. Partnerships and grant opportunities should be continuously encouraged and pursued.

Action Step A:
Encourage cooperative relationships between government, not-for-profit agencies, and the private sector to develop potential funding sources.

Policy 13:
Encourage the exploration and development of safe alternatives to traditional sidewalk development along non-urbanized major thoroughfares, such as wide shoulder lanes, in areas where there is low pedestrian demand and/or infrastructure limitations.
Standardized sidewalk construction along all thoroughfares is not always practical, economically feasible or needed, especially in areas of low pedestrian demand. However, alternative pedestrian accommodation should still be considered in the planning and design of projects in such areas.

Action Step A:
Investigate best practices on how other communities have implemented and are using safe alternatives to traditional sidewalk development.

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EDUCATION AND OUTREACH GOAL:
Encourage walking as a mode of transportation by promoting the benefits of walking and the need for community-wide support for the provision of safe, well-connected pedestrian facilities.

Policies and Action Steps

Policy 1:
Encourage and support education and public outreach initiatives that promote the many benefits of walking, pedestrian safety, and the need for an accessible, connected, pedestrian network.
Education and outreach initiatives on the many health, economic, environmental and social benefits to walking, and the need for an accessible connected pedestrian network, are keys to expanding support for a walkable community. Pedestrian safety information should be provided to the entire community, including our area schools, governments, local public safety agencies, advocacy groups and the media. Collaboration and coordination between public and private partners such as law enforcement agencies, the Board of Health, area hospitals and advocacy groups is essential in implementing these initiatives.

Action Step A:
Collaborate with Fort Wayne / Allen County Board of Health, City Public Information staff, area school districts, the Safety Village and other outreach entities to promote the Walk Fort Wayne Plan.
Action Step B: Explore the development of a local Health Impact Assessment.  Health Impact Assessments are intended to produce a set of evidence-based recommendations to inform decision-making, as well as to maximize the positive health impacts and to minimize the negative health impacts of proposed policies, programs or projects.
Action Step C: Promote the Walk Fort Wayne Plan through distribution in various forms to the public, City and County departments and officials and advocacy groups.

Policy 2:
Encourage Allen County, including all incorporated areas throughout Allen County, and the Northeastern Indiana Regional Coordinating Council (NIRRC) to develop a county-wide pedestrian plan in coordination with the goals and policies of this Plan.
Although having a community pedestrian connectivity plan is beneficial on many fronts, its ability to connect to other communities in a fairly consisent manner is also important. Collaborative planning throughout Allen County, with similar goals and policies, can work towards a connected, efficient and wll-used pedestrian system.

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LEGISLATION GOAL
To encourage and support legislation and policy adoption that enables the implementation of the Walk Fort Wayne Plan.

Policies and Action Steps

Policy 1:
Encourage the development of regulations to require the incorporation of pedestrian facilities and connectivity within and between new development projects, as well as along all adjacent major thoroughfares.
Not only should pedestrian needs be considered in all transportation projects, sidewalk infrastructure and amenities should also be integrated into development and site plans within the City of Fort Wayne. The incorporation of pedestrian facilities will not only provide accessibility and connectivity to existing and adjacent sidewalks, but will strengthen our entire pedestrian network.

Action Step A:
Create a study committee to review City Code to ensure pedestrian facilities are constructed with new development.

Policy 2:
Develop and support adoption of a Complete Streets Ordinance along with design standards that comply with Federal ADA standards, to ensure that all streets are built and maintained appropriately to accommodate pedestrians, bicyclists, motorists and transit users of all ages and abilities.
Pedestrian infrastructure should be provided full consideration in the planning and development of transportation facilities, including its incorporation into state, regional, and local transportation plans and programs. A Complete Streets Policy will provide for safer non-vehicular transportation, as well as a more user-friendly system.

Action Step A:
Gather input from the community and area stakeholders, including residential and commercial developers, to assist in the development of a Complete Streets Policy.
Action Step B:
Coordinate with the Bike Fort Wayne Plan in the development and adoption of a Complete Streets Ordinance.
Action Step C:
Investigate best practices on how other communities have developed and implemented a Complete Streets Ordinance.

Policy 3:
Develop and adopt local criteria and guidelines for the installation and maintenance of pedestrian safety facilities, including appropriate traffic control devices, along the City's major thoroughfares where increased pedestrian safety is needed.
Traffic control devices for roadway users, including pedestrians and bycyclists, increase safety and efficiency for all users. To reduce confusion and cost, the national Manual on Traffic Control Devices (MYTCD) was created and is the law governing all traffic control devices. The MUTCD is an ever-changing document that provides Standards that must be followed, Guidance that should be followed and Options that may be used in certain circumstances.

However, beyond the standards required in the manual, there is sometimes discretion on when, where and what type of traffic control device should be used. For example, (if not otherwise required in the MUTCD) a crosswalk location may either be marked with two parallel lines or marked with several wide "piano key" stripes. Both crosswalk scenerios are sending a message to the pedestrian that directs him/her where to cross the street, as well as a message to the driver that indicates that pedestrians may be crossing in this location, although the "piano key" markings are often more visible to drivers than the parallel lines and can increase the safety for both the pedestrian and driver.

Often when the use and location of traffic control devices is left up to discretion, the results can vary depending on the funding source or engineer managing the project. This policy strives to set local minimum standards for when traffic control devices are discretionary and not specifically required by the MUTCD. By setting local minimum standards, the City can better communicate and essentially increase the safety for all roadway users.

Another issue is the maintenance of traffic control devices. As time progresses, signs, signals and pavement markings will wear and become more difficult to recognize. This policy also aims to create local minimum standards and/or guidelines for when to repair or replace traffic control devices.

Action Step A:
Coordinate with Public Works, Department of Planning Services, Citilink, Fort Wayne Trails, Fort Wayne school systems, NIRRC and interest groups such as AARP and the Mayor's Senior Advisory Council to develop safe pedestrian facility standards and/or guidelines.
Action Step B:
Examine all existing marked crosswalk locations in the city and ensure alignment with developed standards and/or guidelines.
Action Step C:
Examine all intersections and appropriate locations along all major thoroughfares to ensure alignment with developed standards and/or guidelines. Examination of pedestrian safety facilities should start within the Pedestrian Generating Areas and public and private schools and work outward.

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MAINTENANCE GOAL:
Ensure the continued and future maintenance of existing and future sidewalk and pedestrian safety facilities along major thoroughfares.
The Walk Fort Wayne Plan is not a maintenance plan. However, implementation of this plan will result in infrastructure that will require continued, long-term maintenance. As such, it is recommended that an overall plan for the continuted maintenance, repair and replacement of sidewalk and related pedestrian safety infrastructure along major thoroughfares be pursued as a part of the implementation of this plan.

Policy and Action Steps

Policy 1:
Develop and establish/adopt/implement a local sidewal and pedestrian safety facility maintenance plan and/or program to repair, maintain and replace crumbling, heaved and otherwise hazardous sidewalks and other related infrastructure along major thoroughfares.

Action Step 1:
Develop a cross-department, cross-functional team to gather input from the community and area stakeholders to assist in the development of a sidewalk & pedestrian facility maintenance program.
Action Step 2:
Investigate best practices on how other communities have developed and implemented a sidewalk & pedestrian facility maintenance program.
Action Step 3:
Investigate best practices on ways to extend/maximize the life expectancy of sidewalks, such as providing adjacent trees with adequate room for root growth and/or using appropriate construction methods and materials that prolong sidewalk life expectancy.
Action Step 4:
Identify potential financing mechanisms to sustain a sidewalk & pedestrian facility maintenance program.

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"Safe Routes to School" (SRTS) is the formal name of many growing efforts across the country to increase rates of children walking and biking to school. A SRTS federal aid program was created in 2005 and is administered by each state's Department of Transportation. In Indiana, the Federal SRTS program is administered by Indiana Department of Transportation (INDOT). Indiana's Safe Routes to School Program provides funding for eligible activities and infrastructure improvements in and around public and private school elementary and junior high school grounds. Grants for infrastructure projects may include sidewalks, crosswalks, bike lane striping, multi-use paths, traffic-calming and speed reduction improvements, pavement markings, signage, traffic control devices and even crossing guard facilitation. Funding for non-infrastructure improvements may include crossing guard training and equipment, school incentive and encouragement programs, speed enforcement activities, and teacher/administrator training.

Additionally, there is a National Safe Routes to School Partnership that works to promote and provide support to communities for Safe Routes to School programs throughout the nation. The partnership works to advance the SRTS movement throughout the nation and manages a website (http://www.saferoutespartnership.org/) that provides a number of benefits, such as publications, best practices, networking opportunities and general information. Local communities are encouraged to take advantage of this resource to promote, create and sustain local, successful Safe Routes to School programs.

In an effort to encourage, coordinate, and further education area schools and school districts on the benefits of a SRTS program, city staff, in 2009), met with property managers from all four area public school districts, as well as seven administrators from seven private elementary and middle schools. In addition, each of the public school districts and all private schools were invited to an informative meeting to discuss the SRTS program. Through this outreach, it was discovered that there is a wide range of understanding of Indiana's S.R.T.S. program. While some school administrators had direct experience with the program and an in-dept knowledge of its purpose and scope, others did not know of its existence. During these meetings, city staff also received potential pedestrian projects each school or school district wished to have constructed, if funding were available. To see a map depicting these projects, which have the possibility of being funded by Indiana's S.R.T.S. program, please click PROJECTS .

Policy and Action Steps

Policy 1:
Encourage and assist schools and school districts within the community to pursue local, state and federal funding opportunities for the development of sidewalks and other safe pedestrian facilities to and around schools.
Educating and bringing awareness to schools within the community on the types and availability of funding opportunities for the development of sidewalks and other pedestrian safety programs and infrastructure is an important first step in any safe routes to school initiative. The City may also be in a position to help schools with leveraging funds and grant application development.

Action Step A:
Inform and educate local schools and school districts on the Indiana's Safe Routes to School" programs and the potential availability of grant funding.
Action Step B:
Promote and encourage local schools and school districts to apply for "Safe Routes to School" grants.
Action Step C:
Coordinate and assist with area schools and school districts to ensure "Safe Routes to School" funding applications are properly submitted and include all required and appropriate material.
Action Step D:
Encourage area schools to join and participate in the National Safe Routes to School Partnership as a way of advancing and implementing the goals of the SRTS initiative.

Policy 2:
Support and encourage schools and school districts, both within and adjacent to the City, in identifying and prioritizing Safe Routes to School projects and related efforts.

Action Step A:
Initiate and maintain communication between the City and its local schools and school district personnel on potential and specific Safe Routes to School sidewalk projects, as well as other "Best Practice" approaches to SRTS projects.
Action Step B:
Provide technical engineering assistance to schools by collaborating with City Engineering staff in obtaining project cost estimates, right of way acquisition, and design assessments of overall projects.
Action Step C:
City personnel should work with schools and school districts and maintain a current list of potential SRTS projects.

Policy 3:
Explore and support the establishment of a local Safe Routes to School grant program
In order to be successful, a local SRTS program should have support, buy-in, and participation from individuals and organizatins throughout the community. While each individual school will have unique concerns and goals for developing a SRTS project or program, an organizational strategy that promotes the sharing of ideas between schools can be more effective than several isolated school groups. An effective local SRTS program should include "champions," or individuals at each school who spearhead their school's organizing effort, stakeholders, and a task force made up of representatives of government, school officials, and other stakeholders in the community. The City could also explore the possibility of funding a local SRTS grant program.

Action Step A:
Establish a collabortive SRTS task force, comprised of city personnel, school officials, and other necessary stakeholders to discuss needs, share ideas, and develop an effective local SRTS program and process.
Action Step B:
Explore the establishment of a city staffed and funded SRTS grant program, for use by community schools in providing safe student/pedestrian access facilities to schools.
Action Step C:
Determine the funding and/or finance needs of schools in providing sidewalks, crosswalks, signage, traffic control devices, crossing guard facilitation and other safe access projects.
Action Step D:
City personnel should work with schools and school districts and maintain a current list of potential SRTS projects for internal prioritization.

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Though City staff have a wide range of knowledge and expertise, it is often difficult to identify specific and detailed needs of the public. As such, it is recommended that prioritization of programs and projects be facilitated through an independent formalized group. For this reason, the Walk Fort Wayne Plan, in coordination with the Bike Fort Wayne Plan, recommends that staff explore the creation of an Active Transportation Commission. It is anticipated that this group would be commissioned by the Mayor in order to provide coordination, oversight and advice to City staff as projects and other recommendations contained within this plan, as well as the Bike Fort Wayne and Fort Wayne Trails plans, are implemented.

Funding / Financing

• Local Funds are those that originate within Allen County and the City of Fort Wayne taxing districts, such as Community Economic Development Income Tax (CEDIT) funds (funding the Street Tree Program, among others), County Option Income Tax (COIT), Property Taxes (funding Tax Increment Financing (TIF) funds, among others), and the Barrett Law Process. There is flexibility on how they can be spent and the types of improvements to which they can be allocated.
• State Funds are allocated by the State of Indiana and often contribute to the engineering and construction of pedestrian infrastructure, such as sidewalks, crosswalks and signalization. Examples of state funds include: Wheel Tax, Excise Surtax and the Gasoline Tas, the Motor Vehicle Highway (MVH) fund and Local Roads and Street (LR&S) funds.
• Federal Funds are provided by the Federal Government, generally with a portion of the total project being paid with local funds. Examples of these funds include the Community Development Block Grant (CDBG) program, the Surface Transportation Program (STP), the Transportation Enhancement (TE) grant program, the Congestion Mitigation Air Quality (CMAQ) improvement program, the Highway Safety Improvement Program (HSIP), and the Recreation Trails Program (RTP). Citilink receives federal funds to help fund operations and infrastructure costs.
• Private / Not-for-Profit Funds from foundations, corporations, local trail groups and memorials have been used both in matching public funds and exclusively to build and/or replace public infrastructure, such as trails sidewalks and bus pads and shelters.

For a more complete explanation of each funding type and its uses, please refer to the Implementation Chapter of the complete plan .

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