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Old Fort Edward Junction Locks Trail Extension Feasibility Study

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FINAL Feasibility Report
Old Fort Edward Junction Locks Trail Extension
Prepared for:
Adirondack |Glens Falls Transportation Council
11 South Street, Suite 203 Glens Falls, New York 12801
Village of Fort Edward
118 Broadway Fort Edward, NY 12828
Revision 2 November 2023

Prepared by Barton & Loguidice, D.P.C. 10 Airline Drive, Suite 200 Albany, New York 12205

This report examines the feasibility of providing on-road and off-road bicycle and pedestrian accommodations between the Empire State Trail (EST) at the intersection of NYS Route 4 and Argyle Street and existing on-road bicycle and pedestrian facilities on Canal Street. Two different off-road alignments are being considered, one along the former canal alignment between the junction lock walls and the other along the former towpath just to the east of the canal junction locks. This report also assesses potential bridge crossing options over Bond Creek, and the necessary improvements to provide the continuous bicycle and pedestrian accommodations along Argyle Street and Canal Street, to connect the EST to this portion of the off-road trail.
Improvements to the southern connection to the EST consist of a new shared-use path along the north side of Argyle Street, new pedestrian crossing of Broadway at the intersection with Argyle Street, ADA accommodations, signage, pavement markings, and an improved parking area.
The two off-road alternatives will provide a 10 ft. wide crushed stone shared use path that follows within, or adjacent to the former canal junction lock structure. This project segment includes crossing Bond Creek with a new prefabricated bridge or the rehabilitation of the existing stone arch bridge that is on the original tow path alignment.
The northern connection to the EST consists of formalizing Canal Street as a Walk/Bike Roadway by installing Share the Road signage and the EST sign assembly.
The total costs for Construction, Engineering, and Construction Inspection for each project segment are shown below:
. Southern EST Connection on Argyle Street = $216,000

. Off-road Alignment Alternative 1 = $628,000

. Off-road Alignment Alternative 2 = $717,000

. Northern EST Connection on Canal Street = $6,000

The Old Fort Edward Junction Lock, located northwest of the intersection of US Route 4 and Argyle Street, formerly connected the modern Champlain Canal to the Glens Falls Feeder Canal. The lock was abandoned in the 1940 s and today, the concrete walls, steel components, and former towpath remain in place. The A/GFTC has retained Barton & Loguidice, DPC, (B&L) to examine the existing conditions of the Village of Fort Edward owned corridor from Argyle Street to Canal Street (including the former canal junction lock) and recommend improvements to transform this corridor into an off-road multi-use path. This report will also investigate existing conditions and required improvements associated with connecting the off-road corridor to the current route of the EST at both the southern end along Argyle Street, and along the northern end on Canal Street.

A site visit was conducted on May 25, 2023 to inventory the existing project area conditions. The inventory included signing, striping, roadway widths, existing structures, and any noteworthy features or conditions. The existing conditions of the potential multi-use path routes are described below as well as displayed on the existing conditions map in Appendix A.
2.1. Southern Connection along Argyle Street
The southern connection for the trail will extend from the existing EST on Broadway (US Route
4) east along Argyle Street (NYS Route 197) to the existing gravel parking area (approximately 175 ft.). At the intersection of Broadway and Argyle Street there is one crosswalk present to cross Argyle Street. There are no crosswalks or curb ramps installed to cross Broadway at this intersection. Sidewalks are present and in fair condition along both sides of Broadway, and on the south side of Argyle Street. There are no pedestrian, bicycle, or crossing signage present within the vicinity of the intersection.
Table 2.1 (below) contains traffic data for both Broadway and Argyle Street that was obtained from the NYSDOT Traffic Data Viewer.
Table 2-1: Roadway Data
Roadway Broadway (US Route 4) Argyle Street (NYS Route 197)
Functional Classification Principal Arterial Minor Arterial
National Highway System Yes No
AADT 7,555 3,147
Percent Trucks 7% 8%
Posted Speed Limit 30mph 30mph
85th Percentile Speed 34mph –

Broadway is curbed on both sides and currently has a centerline double-yellow pavement stripe with no edge lines. The pavement width is 27 ft. with 13.5 ft. between the curb and the centerline which constitutes a wide-curb lane according to the NYSDOT Highway Design Manual Chapter 2 to accommodate vehicles and bicyclists.

Argyle Street consists of two 11 ft. travel lanes in both directions delineated by white edge lines and a center double-yellow line with a 4-ft. shoulder on the north side and a 1-ft. shoulder on the south. Both sides of the roadway are curbed, and the Right-of-Way width is approximately 56 ft., with approximately 25 ft. of available ROW on the north side of roadway between the curb and the ROW boundary.

2.2. Off-Road Route The off-road segment of the proposed project utilizes the alignment of the former junction lock to connect Argyle Street to Canal Street. This connection consists of two different alternatives, one that utilizes the area between the lock walls, and one that uses the former towpath alignment. The off-road connection will also cross Bond Creek with a new prefabricated bridge or rehabilitation of the existing stone arch bridge that is on the tow path alignment.
2.2.1. Alternative 1 Within the Lock Structure The existing junction lock walls are 19 ft. wide on the southern portion of the structure, then widen to 42-50 ft. on the northern portion where the structure intersects with Bond Creek. The wide section of the lock structure has a concrete slab base that is relatively level. The concrete walls are approximately 8 ft. tall and in good condition. Some of the steel hardware, such as tie-off straps and valve doors, are still intact. See photos below.

Construction debris has been disposed of within the structure walls over the years, such as granite curb pieces, bluestone sidewalk slabs, various other rubble, and plastic sewer pipes. There are also other lock infrastructure remains at the intersection with Bond Creek, such as block retaining walls, a stone arch bridge that carries the towpath on the east side, and another bridge like structure on the west. The northern bank of Bond Creek is contained by a block retaining wall and the southern bank appears to also be contained by a retaining wall as well, but this wall has since collapsed into the creek. There is minor vegetation growth within this area as it appears that it is regularly mowed and maintained. North of the Creek, heavy vegetation overgrowth has enveloped the area between the lock walls, which appear to be mostly intact. The lock structure ends at the southern terminus of Canal Street, adjacent to the Mills Apartments.
2.2.2. Alternative 2 Along the Existing Towpath The towpath on the east side of the lock structure is directly adjacent to the lock wall and can be accessed from the parking area off Argyle Street via a path just east of the structure. The path rapidly climbs 8 ft. in elevation to become level with the top of the lock walls. The path begins on a narrow plateau that is 8 ft. in width from the concrete wall to the top of bank and is heavily overgrown. The width of the plateau gradually increases in width to approximately 14 ft. Continuing north, the path then crosses Bond Creek over the existing stone arch structure. The path then continues in similar conditions to the southern terminus of Canal Street. See photos below for representative photos of the existing towpath.

An existing stone arch bridge carries the towpath over Bond Creek approximately 400 ft. to the North of the Argyle Street entrance. Record documents indicate that this bridge was built in 1830 as part of the Champlain Canal and the lock/gate system. The existing bridge consists of a dry-stacked stone arch with stone abutments, wingwalls and spandrel walls. The stone wingwalls tie-in to the existing stone/concrete walls along the creek and the remains of the canal structure.
A full structural assessment of the stone arch bridge was completed by the Village in May 2022 and can be found in Appendix C. Overall, the arch bridge is in poor condition with several areas of the stone structure that have partially failed. The stone abutment at the southwest corner of the bridge has partially failed with areas of voids, shifted and cracked stones. This condition at the abutment is resulting in loss of compression continuity in the arch stones as evidence by displaced and missing stones along the east and west fascia and spandrel walls. There are also several areas of the wingwalls that have missing stones and voids and the walls are displaced or bulging toward the creek. The structural assessment indicates that while the bridge appears to be stable at this time, the degradation will continue over time and could result in partial or complete failure of the bridge making it unsafe for public access in its current condition .

2.3. Northern Connection along Canal Street Canal Street is a dead-end local Village roadway with approximately 12 ft. of available pavement width. There are currently no sidewalks or curbing. The roadway provides access to five residences and has a ROW width of approximately 60 ft. There is approximately 42 ft. of ROW width between the western edge of pavement and the ROW boundary. Existing traffic volumes are not available on the NYSDOT Traffic Data Viewer but is assumed to be a very low volume road only providing access to the five residences.


3.1. Standards
The proposed design layouts and recommendations are based on the following standards:
. AASHTO Guide for the Development of Bicycle Facilities 4th ed., 2012,

. NYSDOT Highway Design Manual (HDM),

. AASHTO Policy on Geometric Design of Highways and Streets 7th ed., 2018,

. FHWA Manual on Uniform Traffic Control Devices (MUTCD), 2009,

. NYS Supplement to the MUTCD,

. NACTO Urban Bikeway Design Guide, and

. EST Design Guide, October 2017

. AASHTO LRFD Guide Specifications for the Design of Pedestrian Bridges


3.2. Southern Connection along Argyle Street
To connect the southern entrance of the off-road trail to the EST along Broadway, installing an asphalt paved or concrete 10 ft. wide multi-use path on the north side of Argyle Street is proposed. The 175 ft. long path will start in the northeast quadrant of the intersection and extend along Argyle Street where it would meet the existing gravel parking area. From this point the alignment would turn north and become the off-road Junction Locks trail. A durable, impervious surface adjacent to Argyle Street, such as asphalt or concrete, is recommended for use within the NYSDOT ROW to reduce maintenance costs and increase service life. A buffer of 2-4 ft. between the existing curb and the path should be used to provide snow storage and a buffer between the active roadway for pedestrians and cyclists.
The multi-use path on the north side of the roadway can be constructed within the available 25 ft. of ROW and will provide simple access for both pedestrians utilizing the sidewalks and bicyclists utilizing the shared lanes along Broadway. However, consideration should be given to the property adjacent to this proposed portion of the trail. The property is a rental property that has the potential for several cars to park in the adjacent driveway. Potential options to reduce the impacts to the adjacent property on the north side of Argyle Street could include a reduction in the shoulder width on the north side of Argyle Street to 1-ft. to match the southern side. The NYSDOT HDM states that the minimum allowable shoulder width on curbed Urban Arterials with no accommodations for bicyclists may be 0-ft. Additional mitigation measures include installing vegetation screening between the new path and the building, or fencing to shield the view between path users and the residents. If this option is pursued for construction, the design team should consult with the Village and the property owner to make sure that the proposed plan is conveyed and what changes will be made.
Another alternative measure that was reviewed was utilizing the existing 4-ft.-wide shoulder on the north side of Argyle Street as a narrow bike lane, however, the NYSDOT HDM recommends the use of a 5 ft. shoulder for bicyclists on Urban Arterials, requiring the curb to be reset 1-ft. behind its current location. Additionally, the southern side of the roadway only has a 1-ft.
shoulder, the ROW required to widen the shoulder to 5 ft. is limited, and this alignment would require an additional road crossing on Argyle Street to be installed at the entrance to the off-road trail alignment.

The concept shown in figure 3-1 includes a formalized gravel parking area with a new driveway shifted east on Argyle Street to provide direct route for the shared-use path to transition from Argyle Street to the off-road alignment. The minimum available ROW within the Village owned parcel is 85 ft., providing an opportunity to increase the area for vehicle parking.
A crosswalk across Broadway on the north side of the intersection with Argyle Street is proposed to line up the pedestrian circulation route on the west side of Broadway with access to the off-road portion of the trail connection on the north side of Argyle Street. The crossing provides the shortest direct route across Broadway to the Argyle Street path and is placed in the typical location at the intersection where drivers would expect to see a crosswalk. The crosswalk could be moved away from the intersection creating a mid-block crossing on Broadway, although this will require additional path construction to connect from the crossing location to Argyle Street as well as creating a layout that will allow an Argyle Street westbound right turning vehicle to now accelerate northbound before approaching the crosswalk. The crosswalk at the intersection where the right turning vehicle is at a stop is preferred.
This crossing location has an available stopping sight distance for vehicles traveling southbound on Broadway of 300 ft., and 600 ft. for vehicles traveling northbound which are both greater than the NYSDOT HDM Chapter 2 minimum Stopping Sight Distance of 250 ft. This value was determined using a design speed of 35 mph, which is slightly higher than the measured 85th percentile speed of 34mph in the vicinity of the project area.
For the proposed crossing of Broadway, the EST Guide lists a marked and signed crosswalk and Rectangular Rapid Flashing Beacons (RRFB) as the desired treatment. Several additional treatments could also be used based on engineering judgement. As a minimum treatment, ADA compliant features such as curb ramps and detectable warning units should be installed at the crossing and advanced pedestrian crossing signage and pavement markings should be installed on Broadway in accordance with Figure 3-2. The warning signs should be fluorescent yellow-green and should include the retroreflective signpost strip and the crosswalk should be NYSDOT Type LS that includes parallel stripes and ladder bars to enhance visibility.

Source: NYSDOT TSMI 17-07 PSAP Countermeasure Details, Drawing UC-2, Detail 3
Additional signage that should be installed at this crosswalk location include an R10-15 ( Turning Vehicles Yield to Pedestrians ) sign which reminds vehicles that are turning right from Argyle Street to yield the Right of Way to pedestrians in the crosswalk. Another sign that should be installed on the multi-use path at the
crosswalk is an R9-6 sign which reminds cyclists that
Source: 2009 MUTCD
pedestrians have the right of way within a crosswalk and on the multi-use path, or to remind cyclists that may be
on Broadway that they need to yield to pedestrians within the crosswalk.
3.3. Off Road Multi-Use Path
The off-road segment of the path will utilize the alignment of the former junction lock to connect Argyle Street to Canal Street. This connection consists of two different alternatives, one that utilizes the area between the lock walls, and one that uses the former towpath alignment. The connection will also need to cross Bond Creek.
3.3.1. Alternative 1 Within the Lock Structure This alternative would direct the path from Argyle Street between the existing concrete lock walls and continue north to Canal Street. The existing walls are in good shape and would provide for a unique experience as pedestrians and cyclists travel through the former canal. There is minimal vegetation growth between Argyle Street and Bond Creek. The construction debris that was disposed of here would need to be removed.
The major constraint to this alternative is the crossing of Bond Creek. There is currently no bridge in this location and no obvious alternative to cross the creek using the existing infrastructure. A pre-fabricated steel or concrete pedestrian bridge could be installed at this location to carry the trail over the Bond Creek. The prefabricated bridge would have a span length of approximately 30 ft. to cross the natural banks of Bond Creek. The steel or concrete bridge superstructure would be supported on concrete footings and abutments. The bridge would carry a width of 10 ft. to match the trail on the approaches and would include pedestrian railing along both sides.

Another constraint to this alternative is the northern section of this alignment is heavily vegetated and will require a significant amount of clearing and grubbing in order to construct the trail. There is also a section of the canal walls that the trail will also need to rise above as it approaches Canal Street. Otherwise, this alternative should be relatively straightforward to construct and could provide a unique walk-through history.
3.3.2. Alternative 2 Along existing Towpath This alternative includes the construction of a 10-ft. wide dedicated off-road multi-use path along the alignment of the former towpath adjacent to the eastern wall of the canal. This alignment would utilize the existing arch bridge to cross Bond Creek once repairs are performed. However, this alternative has several restrictions that need to be addressed in order to transform this into a useable trail meeting EST guidelines. These items to be addressed are:
8-ft. climb in elevation at the southern end of the canal structure to reach the tow path plateau on top. To be ADA compliant, the slope of the path must be 5% or less in grade, which would require at least a 160-ft. long ramp (nearly half of the length of the lock structure) and would require a significant amount of earthwork to meet this grade. Additional pedestrian railing would also be required adjacent to steep slopes or drop-offs.

Significant amount of clearing and grubbing to widen the existing path to meet EST guidelines

Railing would need to be installed on the top of the canal wall, and on the eastern side of the towpath to prevent users from falling down the steep slopes.

The existing Stone Arch structure needs significant rehabilitation efforts to be improved for public use. It is noted that these repairs are short-term (10 15 year service life) structural repairs and do not consider historic restoration or historic preservation of the structure (if that is requested by the State Historic Preservation Office):

Remove stones and debris from the waterway

Clear trees adjacent to bridge to alleviate additional tree root damage to structure

Re-point joints and cracks in masonry substructures

Replace and grout missing stones along arch, spandrel walls and substructures

Grout voids in the southeast abutment along the creek


The Arch structure is 11 ft. wide and will require railings to be installed along both sides.

A review and determination of historical significance of the remaining canal structure should be obtained from the New York State Historic Preservation Office (SHPO) prior to pursuing this option. Any alterations to the existing structure are subject to their review which may require additional consultation and/or historically accurate construction materials and techniques.

3.4. Northern Connection along Canal Street As discussed in section 2.4, Canal Street is a low volume dead-end local roadway that provides access to five residences. In accordance with the EST Guidelines, Canal Street is classified as a Walk/Bike Roadway which is a very low volume road (fewer than 400 vehicles per day) that is designed to serve pedestrians, bicyclists, and vehicles all within the asphalt roadway area. Due to the low volumes and narrow widths, centerlines should not be marked. Regular pull-off areas to allow for passing event should be provided and is accomplished on Canal Street by the existing driveways and the gravel parking area near Notre Dame Street. Canal Street is recommended to be signed with Share the Road signs as well as the EST assembly.
3.5. Environmental / Permitting Requirements Preliminary investigations into Environmental and Cultural Resources and potential impacts and recommendations are included in the following discussion, along with the anticipated permitting needs. Additional detailed environmental investigations will be required during the Engineering phase, depending on the type of funding that is secured.
3.5.1. Surface Waters Review of the New York State Department of Environmental Conservation (NYSDEC) Environmental Resource Mapper (ERM) indicated that Bond Creek is a mapped NYSDEC Class C Stream with C Standards, is identified as resource PWL:1101-0085, and is a tributary of the Upper Hudson River. The ERM also indicated that the creek is listed as a 303(d) stream due to nutrient loading and low dissolved oxygen. The banks of this surface water could be impacted by bridge installation or rehabilitation operations and would require review by the NYSDEC. There are no mapped NYS wetlands located within or adjacent to the project area.
The National Wetland Inventory (NWI) mapping was reviewed to determine whether any wetland polygons are depicted within the project limits. Multiple NWI polygons were identified, especially to the northwest of the existing towpath, and will need to be field confirmed during the design phase. See Appendix D for wetland polygon mapping and additional information regarding Bond Creek.
3.5.2. Flood Zone The 100- or 500-year flood zone of Bond Creek does not encroach into the project area within the on-road portions of the project, or the off-road portions along the former canal junction locks, according to the FEMA Flood Insurance Rate Map. See Appendix D for the Flood map.

3.5.3. Historical Resources A review of the New York State s Office of Historic Preservation s (SHPO) Cultural Resource Information System (CRIS) was completed. The review indicated that the corridor is not located within an historical district, and there are no recorded National Register (NR) Listed, Eligible buildings, or structures within or substantially contiguous to the proposed improvements. However, since the canal walls and arch bridge are over 50 years old, there is the potential for those structures to be historically significant and should be reviewed by SHPO for inclusion on the NR. There are also four buildings located on US Route 4 and Argyle Street that have an Undetermined Status according to the CRIS system. Coordination with SHPO should be progressed once the SEQR process begins and a Lead Agency for the project has been established or coordination with a permitting agency requiring SHPO coordination such as NYSDEC or USACE has begun.
3.5.4. SEQRA/NEPA Review If Federal funding is obtained for the project, a review under the National Environmental Policy Act is required. The project will likely be categorized as a Categorical Exclusion. If State funding or a permit is required from a State Agency, then a review under the State Environmental Quality Review Act is required. The project will likely be categorized as an Unlisted Action and the Village of Fort Edward will be able to issue a Negative Declaration as the Lead Agency.
3.5.5. Anticipated Permits -NYSDOT Highway Work Permit for work associated with the southern connection -Blanket Section 401 Water Quality Certification (NYSDEC)1 -Nationwide Permit 14 from the US Army Corps of Engineers (USACE)2 -Section 404 Clean Water Act (USACE)2
1Required if work occurs within the banks of Bond Creek. 2Required if Federal wetlands are present and disturbed by the project.
3.6. Wayfinding Signage The Village s goal for this trail is to shift the existing alignment of the EST along Broadway and Notre Dame Street to this primarily off-road trail. All proposed wayfinding signage should be consistent with the EST Guidelines and will consist of the EST confirming/reassurance assembly that should be placed just beyond intersections or locations where a turn has been made. Also, the Route Sign Assembly with Auxiliary

3.7. Surface Course It is anticipated that the surface course on the Village owned off-road segment will be crushed stone. Areas expected to be encroached upon by motor vehicles, or adjacent to existing roadways, should consider utilizing asphalt or concrete pavement.
Crushed stone aggregate surface course that is bound by clay particles has proven to be successful in demanding environments and the natural materials of this surface course appeals to the environmental setting of this project. Examples of this durable stone course system use includes NYS OPRHP Minnewaska State Park, the Rockefeller State Park Preserve, and the Ashokan Rail Trail in Ulster County.

Old Fort Edward Junction Locks Trail Extension Final Feasibility Report
Preliminary cost estimates were prepared for the three project area segments, including the two alternatives for the off-road trail alignment. The cost estimates were prepared with the assumption that the project would receive funding through a federal or state grant and constructed through the traditional design-bid-build process. Federal or state grant programs typically provide funding to cover 50% to 80% of the total project costs. The total costs for Construction, Engineering, and Construction Inspection for each project segment are shown below:
. Southern EST Connection on Argyle Street = $216,000

. Off-road Alignment Alternative 1 = $628,000

. Off-road Alignment Alternative 2 = $717,000

. Northern EST Connection on Canal Street = $6,000


There are several potential funding opportunities that are available for pedestrian and bicyclist improvement and trail connection projects. The Village should be aware that all of the funding sources are reimbursement programs that will require the Village to expend the initial project costs and then receive reimbursements from the funding source. Most of the programs also require the local municipality to provide a portion of the total grant amount, which varies by program.
NYSDOT Transportation Alternatives Program (TAP) is available for projects that improve the quality of life of the community through the construction of pedestrian and bicycle facilities and pedestrian safety improvements. The program is a Set-Aside of funds from the Surface Transportation Block Grant Program. The FHWA has set aside a minimum of $1.4 Billion annually for this program through 2026.
The current round is open with applications due January 9, 2024

20% Local Match

Federal Aid Procedures Apply

Design & Construction: Minimum = $500,000; Maximum = $5 Million

Canalway Grant Program awards up to $1 Million dollars annually for Canal related capital projects. Projects must be located along one of the four canals of the NYS Canal System, trail linkages, connections to existing trail segments, or along the historic canal alignment. In addition, the program supports projects that help to enhance or tie into the EST Initiative and/or provide connectivity to the EST. This program can be applied for through the NYS Consolidated Funding Application (CFA) in 2024.
50% Local Match

Grant awards range from $25,000 to $150,000

A/GFTC Make the Connection Program is available to assist municipalities with funding to improve the region s non-motorized travel network. Project types that are considered in the program include new sidewalk and trail connections, pedestrian safety improvements, and pavement marking improvements. Make the Connection funding is available through the FHWA and administered by the A/GFTC.
20% Local Match

Design Only Projects have a minimum of $25,000

Design & Construction or Construction Only Projects have a minimum of $75,000

Federal Aid Procedures Apply

NYSOPRHP Recreational Trails Program (RTP) provides funding for the development and maintenance of recreational trails or trail-related facilities. RTP funding is available through the FHWA and administered by the NYSOPRHP. RTP can be applied for through the NYS CFA in 2024
20% Local Match

Federal Aid Procedures Apply

Design & Construction: Minimum = $25,000; Maximum = $250,000

$1.9 Million available during the 2023 CFA application period

NYSOPRHP Environmental Protection Fund (EPF) provides funding for the development and planning of parks and recreational facilities open to the public to preserve these lands for recreation, or conservation purposes. EPF projects can be applied for through the NYS CFA in 2024.
Grant will fund up to 50% of total project cost

Design & Construction: Minimum = $25,000; Maximum = $500,000

$26.0 Million available during the 2023 CFA application period

Safe Streets and Roads for All (SS4A) Grant is a federal grant program initiated by the Bipartisan Infrastructure Law provides for $5 billion in grants over 5 years. The second round of funding is open now through July 10, 2023 and provides funding to support planning and operational initiatives for all roadway users including pedestrians and bicyclists. The Federal DOT has set the minimum award amount at $2.5 million for the FY 2023 period. However, they state that they reserve the right to modify the minimum and maximum amounts based on the available pool of applications.
20% local match

Federal aid procedures apply

Applications in previous years were due in July

The project will need to be combined with other similar initiatives to meet the minimum award amount

Northern Border Regional Commission (NBRC), Catalyst Program is designed to stimulate economic growth and inspire partnerships that improve rural economic vitality across the NBRC region that includes public infrastructure and outdoor recreation projects. The 2023 application process has already passed so the spring 2024 program should be targeted.
100% Federal Funds (0% Local Match)

Federal Aid Procedures Apply

$45 Million was available during the 2023 application period