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                        Tribal Road Safety Audits: Case Studies


            
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                APPENDIX A
CASE STUDY RSAs

RSA NUMBER 1
STANDING ROCK SIOUX TRIBE (NORTH AND SOUTH DAKOTA): RSA OF RESERVATION ROADS

Roads:existing two-lane rural tribal roads*RSA Sites*:
			paved and gravel roadways (including state secondary highways under state DOT jurisdiction) in rural and low-density urbanized environments
				one small bridge*Environment*:
			checked urban/urbanized blank suburban checked rural*Owners*:
			Standing Rock Sioux Tribe, Bureau of Indian Affairs (BIA), North Dakota DOT, South Dakota DOT

Road Safety Audit*Date of RSA*:
			22-24 May 2005*RSA Stage(s)*:
			blank planning/design stage checked RSA of existing roads*RSA Team*:
			staff from the Standing Rock Sioux Tribe, Federal Highway Administration (North Dakota and South Dakota field offices), North Dakota DOT, South Dakota DOT, Bureau of Indian Affairs, North Dakota State University, Northern Plains TTAP, and Opus HamiltonBACKGROUND:

The Standing Rock Sioux Tribe (SRST) reservation in North and South Dakota extends over 2.3 million acres, with an extensive rural road network of BIA, county, and state roads. The reservation roads connect the reservation's communities to each other and to the tribal administrative center in Fort Yates, ND. They also serve through traffic, and provide access to the Tribe's two casinos.

At the time of the RSA, the Standing Rock Sioux Tribe was actively pursuing improvements to transportation infrastructure on the reservation. Under the SRST Transportation Department, the Tribe had embarked on a long-range, multi-million-dollar program to upgrade community transportation facilities, using an innovative financing scheme involving government, tribal, and borrowed funds.

The Tribe maintained its extensive road network using its own funds as well as funding from sources such as the BIA. Maintenance of tribal roads was a sensitive topic, since funding for maintenance involved an extensive government allocation effort that limited the amounts available to reservations. At the same time, road maintenance was viewed as an important responsibility that directly affected tribal efforts to build a cohesive reservation community and promote economic activity. Maintenance of the roads on the SRST reservation was a challenge due to their extent (connecting a population of about 9,000 spread over 850,000 acres) and the impacts of the Northern Plains environment (winter road conditions, frost damage, and variations in the underlying water table). Although the SRST reported that it fully utilized available government funds and its own funds, the RSA team observed multiple maintenance-related issues on reservation roads, which are summarized as Issue 1 in Table A.1.

Roads studied during this RSA included ND 24 and Highway 1806 (part of BIA 3), US 12, and community access roads. Typical reservation roadways are shown in Figure A.1. The RSA team drove these roads to identify safety issues associated with road geometry, traffic operations, and maintenance. Although bridge inspection is not a usual part of the RSA process, the RSA team was asked to observe possible maintenance issues associated with a bridge on BIA 3 at Four-Mile Creek. RSA findings associated with the bridge were included in the RSA report.

Four photos showing views roadways from the Standing Rock Sioux Tribe RSA. Photo 1 is of an intersection with a pedestrian crossing warning sign.
BIA 3 at intersection with ND 24 South of Fort Yates, ND

Photo 2 shows a two-lane road with very little development. 
BIA 3 / Hwy 1806 in Kenel, SD



Photo 3 is a two-lane road surrounded by farmland.
US 12 at Grand River Casino (left), near Mobridge, SD

BIA 44 west of Mahto, SD



FIGURE A.1 VIEWS OF RSA SITES (STANDING ROCK SIOUX TRIBE RSA)

KEY RSA FINDINGS AND SUGGESTIONS:

The key findings and suggestions of the RSA are summarized in Table A.1.

**TABLE A.1 SUMMARY OF SELECTED SAFETY ISSUES AND SUGGESTIONS: STANDING ROCK SIOUX TRIBE RSA**
	SELECTED SAFETY ISSUE (Number and Description)
			RISK RATING
			SUGGESTIONS1
			*Road Maintenance*: Limited maintenance on reservation roads contributes to poor pavement conditions and concern regarding bridge stability.
			B to D
			control cracking with sawcut and fill
				accommodate future overlays
				bridge inspection and repair2
			*Access to Grand River Casino*: Drivers turning into and out of the Grand River Casino may interfere with crossing, opposing, and following traffic on US12.
			D
			speed reduction
				improved signing
				westbound left turn
				bay access relocation3
			*BIA 31 and ND 24 (School Frontage)*: Driver workload is potentially high near the intersection of BIA 31 and ND 24, which accommodates local, school, and through traffic.
			B to D
			no-passing zone
				crosswalk maintenance
				enhanced signing
				turning lanes on ND24
				improved lighting
				access consolidation
				urban cross section4
			*BIA 3 and Highway 1806 (Kenel)*: Vehicle and pedestrian traffic may interfere with through traffic on BIA 3 through Kenel.
			B to D
			marked crosswalk
				regrading
				urban cross section
				relocation of grocery store5
			*Hwy 1806 and US 12 (Jed's Landing)*: Driver workload is potentially high at the intersection, which accommodates high turning volumes and high speeds.
			C
			speed reduction
				review of turning lanes6
			*BIA 3 and ND 24*: Left-turning vehicles may obstruct through vehicles at highway intersection on a horizontal curve.
			A
			left turn bayKEY LESSONS LEARNED:

*This large RSA team effectively combined members from a wide range of disciplines and jurisdictions, and included experts with relevant specialist knowledge*. The core disciplines that must be represented on any RSA team are traffic operations, geometric design, and road safety. Beyond these core requirements, the Standing Rock RSA team included members with a range of backgrounds and specialties, including team members from the Standing Rock Sioux tribe, two state DOTs having highways traversing the reservation, two state FHWA field offices, the Bureau of Indian Affairs, the Northern Plains Tribal Transportation Assistance Program (TTAP) program, and North Dakota State University. The RSA team members contributed a wealth of knowledge and expertise in topics as diverse as pedestrian safety, pavement maintenance, and tribal policies, practices, and conditions.

See also the discussion of "Key Factors for Success" and "Lessons Learned" in the main text.

RSA NUMBER 2
SANTA CLARA PUEBLO: RSA OF STATE HIGHWAY NM 30 THROUGH THE PUEBLO

Road: existing two-lane rural tribal road*RSA Sites*:
			paved two-lane roadway with paved shoulders in an urbanized environment:
				auxiliary turning lanes at some major intersections
					short four-lane segment at recently upgraded intersection
				one signalized intersection*Project environment:*
			checkmark urban/urbanized blank suburban blankrural*Project Owner*:
			Santa Clara Pueblo and New Mexico Department of Transportation

Road Safety Audit*Date of RSA*:
			24-25 October 2006*RSA Stage(s)*:
			checkmark planning/design stage checkmark In-service audit*RSA Team*:
			staff from Santa Clara Pueblo, Bureau of Indian Affairs (BIA) Southwest Regional Office, New Mexico DOT (District 5), Federal Highway Administration, Gannett Fleming West Consultants, Opus Hamilton, VHBBACKGROUND:

The Santa Clara Pueblo in New Mexico is home to approximately 11,000 residents. State Highway 30 (NM 30), which runs through the Pueblo, has an estimated AADT of 9,000 vehicles, reflecting use by:

Residents of the Pueblo for travel within Pueblo lands, as well as travel to neighboring communities.
	Visitors to the Pueblo and its attractions, including the Black Mesa Golf Club, scenic Santa Clara Canyon, and historic Puye Cliff Dwellings.
	Through traffic on NM 30, including commuters travelling between Los Alamos (an employment center south of the Pueblo) and Espanola (a residential area north of the Pueblo).The highway accommodates a substantial truck volume, estimated at 16 percent of AADT. Posted speed limits along the audit segment vary from 45 to 60 mph, with a 15 mph speed limit posted at a school crosswalk for two hours on school days. Two views of NM 30 are shown in Figure A.2.

The main residential area of the Pueblo is divided by the NM 30, which separates the historic center of the Pueblo on the east side of the highway from more recently-developed residential areas on the west side. The Pueblo's transportation agency has very effectively limited vehicle access to the highway by designating a limited number of access points and restricting, where possible, direct driveway access. Similarly, it encourages pedestrians to cross the highway in a safe manner by providing a marked school crosswalk that is regularly supervised by tribal enforcement officers.

At the time of the RSA, NM DOT was conducting a study of the NM 30 corridor to identify the need for upgrades. The DOT had committed approximately $8 million to implement NM 30 upgrades, starting in 2008. The RSA was conducted with a view to identify safety issues that could be addressed by the planned upgrades.

Two photos showing views of roadways from the Santa Clara Pueblo RSA site. Photo 1 is looking south along NM 30 toward a signed and marked school zone crosswalk near the Pueblo's main residential area.
Looking south along NM 30 toward a signed
and marked school zone crosswalk near the Pueblo's
main residential area.

Photo 2 is looking north along NM 30 toward a recently improved intersection adjacent to a convenience store/gas station. The full traffic signal was in place, but not operational, at the time of the audit.
Looking north along NM 30 toward a recently
improved intersection adjacent to a convenience
store/gas station. The full traffic signal was in
place, but not operational, at the time of the audit.



FIGURE A.2 VIEWS OF RSA SITE (THE SANTA CLARA PUEBLO)

KEY RSA FINDINGS AND SUGGESTIONS:

The key findings and suggestions of the RSA are summarized in Table A.2. Where appropriate, the suggestions were divided into:

Short-term (could be implemented prior to the anticipated opening of scenic and historic areas the following spring).
	Medium-term (could be implemented in the interim period before substantial upgrades to the corridor were started).
	Long-term (could be implemented as part of the corridor upgrades that were scheduled to start in two years).**TABLE A.2 SUMMARY OF RSA SAFETY ISSUES AND SUGGESTIONS: SANTA CLARA PUEBLO RSA**
	SAFETY ISSUE (Number and Description)
			RISK RATING
			SUGGESTIONS1
			*Pedestrian facilities*:

			Vehicles on the shoulder, an absence of night-time lighting, and the possibility of accelerating vehicles, increase the risk of collision for pedestrians crossing NM30 in the school crosswalk.
				Pedestrian connections are non-continuous.
			D
			school crosswalk:
				paint advance yield lines
					provide flexible delineator posts on shoulders
					provide overhead lighting
				install additional crossing facilities at signalized intersection
				provide grade-separated crossings
				plan and provide a continuous pedestrian network
				consider urban cross-section (longterm)2
			*Narrow Shoulder and Auxiliary Lanes*:

			Discontinuous shoulders may increase the risk of collisions.
				Narrow 10-foot lanes may increase the risk of off-road or sideswipe collisions.
			C
			enhance signing and delineation
				include a pavement fillet to limit pavement edge drop-offs
				re-stripe lanes
				widen cross-section
				plan and provide a continuous pedestrian network3
			*Signal operation at Puye Cliffs access road*: Drivers turning from the Puye Cliffs access road may require a full signal to safely turn left onto NM30.
			C
			review the need for a full signal
				review merge operation and safety
				change lane configuration
				provide signing4
			*Signing and Pavement Markings*: An absence of warning signs and pavement markings may increase the collision risk at merge areas.
			B
			post advance signing before end of bypass lanes
				review taper lengths
				review need for or location of "Pass With Care" sign
				paint centerlines on intersecting residential streets
				plan and provide guide signing for Puye Cliffs Visitor Center
				provide temporary signing for start of signal operation
				provide lane use signing5
			*Lighting*: The absence of overhead lighting limits the visibility and conspicuousness of unsignalized intersections and the school crosswalk.
			B
			install lighting at signed entrances to Pueblo
				install lighting at school crosswalk6
			*Roadside Hazard*: Two signal poles are located within the clear zone at a signalized intersection.
			C
			provide a roadside barrier7
			*Speed limits*:

			Frequent speed limit changes may result in unintentional violations and differential speeds.
				Speeds limits may be high adjacent to the main residential area.
			C
			review speed limitsKEY LESSONS LEARNED:

*Conducting the RSA at the start of the parallel corridor upgrade study provided an opportunity for enhanced safety input to the corridor study.* In addition to the issue-specific suggestions listed in Table A.2, the RSA team discussed longer-term suggestions to improve safety along NM 30. In particular, the RSA team recognized that the growth of the Pueblo's main residential area had generated a need to examine whether the current rural configuration and high speeds along NM 30 were still appropriate. Specifically, the RSA team suggested that NM DOT and the Pueblo consider converting the high-speed, two-lane rural highway cross-section into a four-lane urban cross-section through all or part of the Pueblo. The urban cross-section could enhance vehicle and pedestrian safety by reducing through speeds, providing facilities to better accommodate drivers turning into and out of the Pueblo's residential areas, and providing safer opportunities for pedestrians crossing the highway. In addition, since NM DOT and Pueblo staff often cited excessive speed as an issue along NM 30 (and a review of the highway collision history supported this view), the RSA Team suggested that a formal speed study could be considered as a supplement to the NM 30 corridor upgrade study.

See also the discussion of "Key Factors for Success" and "Lessons Learned" in the main text.

RSA NUMBER 3
THE JEMEZ PUEBLO: RSA OF STATE HIGHWAY NM 4 THROUGH THE PUEBLO

Road: existing two-lane rural tribal road*RSA Sites*:
			paved two-lane highway (rural cross-section) through the main residential area of the Pueblo
				several intersections with STOP control on minor road
				high pedestrian volumes walking along and crossing the highway*Project Environment*:
			checkmark urban/urbanized blank suburban blank rural*Project Owner*:
			Pueblo of Jemez and the New Mexico DOT

Road Safety Audit*Date of RSA*:
			26-27 October 2006*RSA Stage(s):*
			blank planning/design stage checkmarkRSA of existing roads*RSA team:*
			staff from Pueblo of Jemez, BIA Southwest Regional Office, New Mexico DOT (District 6), Federal Highway Administration, VHB, and Opus Hamilton ConsultantsBACKGROUND:

The Jemez Pueblo, the only remaining village of the Towa-speaking Pueblos in New Mexico, is home to approximately 2,000 residents. State Highway 4 (NM 4), a minor arterial, runs through the main village area. In 2003, the highway had an estimated workweek AADT of 3,000 vehicles (rising to 5,700 over the Memorial Day weekend), reflecting use by:

Residents of the Pueblo for travel within the Pueblo, as well as travel to neighboring communities such as Jemez Springs and Bernalillo.
	Visitors to the Pueblo and surrounding areas, including the tribe's Walatowa Visitors Center and the Red Rocks Recreation Area.
	Through traffic on NM 4, which is part of the Jemez Mountain Trail National Scenic Byway (established 1998) and provides access to the Valles Caldera National Preserve (established 2000).Two views of NM 4 are shown in Figure A.3.

Two photos showing views of roadways from the Jemez Pueblo RSA site. Photo 1 is looking north along NM4 at the entrance to the Pueblo of Jemez. NM4 is predominantly a two-lane rural road with wide shoulders, with a speed limit of 30 mph along this segment.
Looking north along NM 4 at the entrance to
the Pueblo of Jemez. NM 4 is predominantly
a two-lane rural road with wide shoulders,
with a speed limit of 30 mph along this segment.

Photo 2 is looking north along NM4 at the Red Rocks recreational area. Roadside land uses include the commercial area (service station and Walatowa Visitors Center) visible at left and the recreational area (where small-scale vending takes place during the summer) at right. The speed limit along this segment of the highway is 50 mph
Looking north along NM 4 at the red
rocks recreational area. Roadside land
uses include the commercial area (service
station and Walatowa Visitors Center) visible
at left, and the recreational area (where
small-scale vending takes place during the
summer) at right. The speed limit along this
segment of the highway is 50 mph.



FIGURE A.3 VIEWS OF RSA SITE (THE JEMEZ PUEBLO)

KEY RSA FINDINGS AND SUGGESTIONS:

The key findings and suggestions of the RSA are summarized in Table A.3.

**TABLE A.3 SUMMARY OF RSA SAFETY ISSUES AND SUGGESTIONS: JEMEZ PUEBLO RSA**
	SAFETY ISSUE (Number and Description)
			RISK RATING
			SUGGESTIONS1
			*Frequent Uncontrolled Accesses*: Uncontrolled access to properties adjacent to NM 4 increases the risk of conflicts and collisions.
			D
			support for realignment of NM 4
				pilot application of access management measures
				development of access management policy
				intersection lighting2
			*Pedestrian Safety*: Pedestrians walking along NM 4 have no dedicated pedestrian facilities.
			D
			network of continuous off-road paths
				improved visibility at school bus stops
				lighting in areas of potential vehicle/ pedestrian conflicts
				marked pedestrian crossings
				reduced speed limit (Red Rocks recreational area)
				access management plan3
			*Signing, Pavement Markings, and Delineation*: Missing signs, pavement markings, or delineation may limit driver guidance and increase the risk of collision. Excessive signing may distract drivers.
			C
			comprehensive signing review
				improved pavement markings4
			*Speed*: Speeds above the posted speed limit increase the risk and potential severity of crashes on NM 4.
			E
			gateway treatment
				speed display signs
				consistent speed limit (Red Rock recreational area)
				pavement word markings
				review of need for transitional speed zone5
			*Deterioration of Shoulder*: Shoulder conditions may deteriorate as a result of surface drainage flows and traffic.
			C
			shoulder stabilization curb and gutter6
			*Roadside Hazards*: Unshielded roadside hazards are present off the highway.
			C
			roadside barriers
				crashworthy drainage inlets7
			*Intersection with Bear Canyon Road*: Limited sight distances, especially at night, increase the risk of collision at this intersection.
			C
			improved signing and pavement markings
				lighting
				transverse rumble strips
				pedestrian improvements8
			*School Bus Operations*: School buses do not consistently operate their flashing lights when picking up and dropping off students.
			D
			clarification of policy
				lighting at school bus stops9
			*Animals on the Highway*: Animals on the highway pose a crash risk.
			C
			lighting
				cattle guards
				resolve conflicts between "open range" concept and requirements to keep cattle off the highwayKEY LESSONS LEARNED:

Cultural traditions can conflict with road safety initiatives. The RSA Team noted in its report that the Pueblo of Jemez has been supportive of efforts (like the Scenic Byways designation of NM 4) to increase tourism, preserve the environment, and improve economic development in the region. At the same time, to protect and preserve its spiritual and cultural practices, the tribe has also insisted that all recommendations for roadway improvements should consider impacts on the culture and traditional lifestyle of its members. Two examples illustrate this lesson:

Improved night-time lighting was identified in the RSA report as one of several measures that could address pedestrian safety. Pueblo representatives were supportive of the idea, but noted that, since night-time lighting conflicts with traditional/cultural activities near the center of the community, controls that allow for manually turning street lights on or off as needed were preferred.
	Over half of all reported collisions along NM 4 in the Jemez Pueblo involved animals (primarily cattle) on the highway. Although the RSA team noted that the most effective and practical long-term measure to address livestock collisions was to install and maintain fencing to keep livestock off the road, there was extended discussion regarding whether some or all of the Pueblo lands are "open range", which would imply that it is the responsibility of road users to drive with caution and avoid livestock on the road. The RSA team suggested that efforts should be undertaken to clarify and resolve potentially conflicting laws and customs regarding the movement of livestock over public roads, with the goal of protecting road users (including both local traffic and through traffic) and livestock.See also the discussion of "Key Factors for Success" and "Lessons Learned" in the main text.

RSA NUMBER 4
NAVAJO NATION: RSA OF HIGHWAY N-12

Road: existing two-lane rural tribal road*RSA Sites:*
			two segments in rural areas having a two-lane rural cross-section with paved
				one segment in an urbanized area having a five-lane cross-section with paved shoulders or curb-and-gutter
				two signalized intersections (urbanized area)*Project environment:*
			checkmark urban/urbanized blanksuburban checkmarkrural*Project Owner*:
			Navajo Nation and the Bureau of Indian Affairs

Road Safety Audit*Date of RSA*:
			1-3 November 2006*RSA Stage(s)*:
			blank planning/design stage checkmark RSA of existing roads*RSA Team*:
			staff from Navajo DOT, BIA, Arizona DOT, Federal Highway Administration, Navajo Police, and Opus HamiltonBACKGROUND:

Highway N-12 is a rural minor arterial providing access to the Navajo capital at Window Rock, AZ. The highway, which is under the jurisdiction of the BIA, intersects I-40 near Lupton, AZ, and continues northward to US 191, passing through three states (Arizona, New Mexico, and Utah). This RSA has focused on the portion of N-12 north of Highway 264 between Window Rock and Fort Defiance, and also included two smaller sites south of Highway 264.

On the segment between Window Rock and Fort Defiance, Highway N-12 has an AADT ranging between 14,000 and 24,000 vehicles, reflecting use by:

Residents of the Navajo Nation reservation, especially employees and visitors associated with the tribal government, which is centered in Window Rock.
	Residents and visitors to commercial establishments in Window Rock.
	Visitor and long-distance traffic on N-12.The highway accommodates a substantial truck volume. Speed limits along the audit segments vary from 35 to 55 mph. Two views of N-12 are shown in Figure A.4.

Seven years (1999 through 2005) of collision summaries along N-12 were reviewed as part of this RSA. Over seven years, a total of 386 collisions were reported along N-12. Annual collision frequency peaked in 2002 with 60 reported collisions, and declined each subsequent year to a low of 21 reported collisions in 2005. Figure A.5 shows the spatial distribution of collisions along the entire highway segment from MP 0.0 to MP 58.5. Peaks are evident around MP 23/24 and MP 28/29, which correspond to the Window Rock and Fort Defiance areas.

Graph. Bar graph showing collision locations reported on N12 over seven years (click image for alternate description).

***NOTE:**Shows collision locations reported on N-12 over seven years (1999 through 2005). distribution is shown in one-mile segments, so (for example) all collisions at MP 24.0 through 24.9 are shown at "MP24" in the chart.*

**FIGURE A.4 COLLISIONS ALONG HIGHWAY N-12**

Two photos showing views of roadways from the Navajo Nation RSA site. Photo 1 is looking north along N12 at the intersection with N110 (near Fort Defiance). A 62-foot urban cross-section is provided, consisting of two through lanes in each direction, with curb and gutter and turn lanes (or a raised median) at intersections.
Looking north along N-12 at the intersection
with N-110 (near Fort Defiance). A 62-foot urban
cross-section is provided, consisting of two through
lanes in each direction, with curb and gutter and
turn lanes (or a raised median) at intersections.

Photo 2 is Looking south along N12 at audit site south of Highway 264.The cross-section is a two-lane rural road with wide paved shoulders.
Looking south along N-12 at audit site south of
Highway 264. The cross-section is a two-lane
rural road with wide paved shoulders.



FIGURE A.5 VIEWS OF RSA SITE (NAVAJO NATION)

KEY RSA FINDINGS AND SUGGESTIONS:

The key findings and suggestions of the RSA are summarized in Table A.4.

**TABLE A.4 SUMMARY OF SELECTED SAFETY ISSUES AND SUGGESTIONS: NAVAJO NATION RSA**
	SAFETY ISSUE (Number and Description)
			RISK RATING
			SUGGESTIONS1
			*Signing and Pavement Marking*: Worn or missing signs and pavement markings may limit driver guidance, especially at night.
			D
			policy measures
				measures to improve visibility and reduce maintenance requirements2
			*Pedestrian Facilities*: The design and maintenance of some pedestrian facilities may limit their usefulness. Pedestrians who are unable or unwilling to use pedestrian facilities may use the roadway instead, where they are exposed to vehicle traffic.
			D
			maintenance schedule review
				completion of pedestrian networks with sidewalk segments and marked crosswalks (where currently missing)
				removal of obstructions in sidewalk3
			*Poor Pavement Conditions*: Cracked, worn, rutted, and dusty/muddy pavement may reduce driver control (especially for motorcyclists), particularly on N-12 between N-110 and Hwy 264.
			C
			pavement repair and rehabilitation4
			*Intersection of N-12 and N-100 (Window rock)*:

			Peak period left-turn volumes exceed the capacity of the left turn lanes.
				Access to the residential area interferes with operations at the N-12/N-100 intersection.
				Fixed-object hazards are located in the right-turn channelizing island.
				Laning on the east exit leg is not clear.
			C
			extend left turn lane to accommodate peak demand
				revise signal operation to clear queue
				introduce staggered work hours to reduce peak volumes
				reconfigure intersection to four legs
				relocate signal controller box
				clarify laning requirements on eastbound exit leg5
			*Intersection of N-12 and N-110 (Fort Defiance)*:

			The intersection configuration and conspicuousness may be limited.
				Movements at driveways near the intersection may contribute to conflicts.
				A fixed-object hazard is located close to travel lanes.
				Laning on the east exit leg is not clear.
			C
			improve signing and pavement markings
				upgrade the signal display
				review opportunities for access management
				upgrade the east exit leg6
			*N-12 near St Michael's School (between MP22 and MP23)*:

			Horizontal and vertical curves limit sight distance on the approaches to the school driveway.
				Roadside hazards may increase the potential risk and severity of an off-road collision.
			C
			improve signing around the school driveway
				increase the length of the guardrail
				improve curve delineation7
			*S-curve on N-12 between MP13 and MP14*:

			A steep roadside slope may increase the potential risk and severity of an off-road collision.
				Drivers may be unprepared for vehicles pulling into or out of a school bus stop.
			C
			install rumble strips
				improve signing
				increase length of guardrailKEY LESSONS LEARNED:

See the discussion of "Key Factors for Success" and "Lessons Learned" in the main text.

1 *Intersection Safety Issue Brief No. 15 ("Road Safety Audits: An Emerging and Effective Tool for Improved Safety"), issued April 2004 by Federal Highway Administration and Institute of Transportation Engineers.*

2 *Eugene Wilson and Martin Lipinski. NCHRP Synthesis 336: Road Safety Audits, A Synthesis of Highway Practice (National Cooperative Highway Research Program, TRB, 2004)*
      
  Book traversal links for APPENDIX A
      ‹ CONCLUSION
                    Up
                    Chapter 5–Making Data-Driven Safety Decisions ›
                
                Book:Tribal Road Safety Audits: Case Studies
              Acronyms
                EXECUTIVE SUMMARY
                INTRODUCTION
                THE RSA PROCESS
                RSAs: COSTS AND BENEFITS
                Chapter 3–Coordinating with Internal and External Partners
                THE FHWA CASE STUDIES: PROMOTING THE ACCEPTANCE OF RSAs
                CONCLUSION
                APPENDIX A
                Chapter 5–Making Data-Driven Safety Decisions
                Chapter 7–Addressing Local Road Needs
                Chapter 8–Considering all "4E's"
                Chapter 9–Identifying Opportunities to Streamline Project Delivery
                Appendix A–Key Contacts from Host States
                Appendix B–Scan Team Members
                Appendix C–Notable Practices by State U.S. DEPARTMENT OF TRANSPORTATION

**Federal Highway Administration**

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