Central California Tribal

Transportation Safety Summit

2014 Safety Summit Report

November 4-5, 2013

Hyatt Hotel - Sacramento, California

Prepared by Western TTAP
NOTICE

This document is disseminated under the sponsorship of the Department of Transportation 

in the interest of information exchange. The United States Government assumes no 

liability for its contents or use thereof.

The contents of this report reflect the views of the Western TTAP which is responsible for 

the accuracy of the data presented herein. The contents do not necessarily reflect the official policy of the Department of Transportation.

The United States Government does not endorse products or manufacturers. Trade or 

manufacturers’ names appear herein only because they are considered essential to the 

objective of this document.

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Technical Report Documentation Page

1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No.

4. Title and Subtitle

California Tribal Transportation Safety Summit Report

5. Report Date

6. Performing Organization Code

7. Author(s)

Raquelle Myers, National Indian Justice Center

8. Performing Organization Report No.

9. Performing Organization Name and Address

Western TTAP

National Indian Justice Center

5250 Aero Drive 

Santa Rosa, CA 95403

10. Work Unit No.

11. Contract or Grant No.

12. Sponsoring Agency Name and Address

Department of Transportation

Federal Highway Administration

Office of Federal Lands Highway

1200 New Jersey Ave, SE

Washington, DC 20590

13. Type of Report and Period Covered

Meeting Report

Nov. 2013

14. Sponsoring Agency Code

15. Supplementary Notes

FHWA COTM: Craig Genzlinger

16. Abstract

This report documents the Central California Tribal Transportation Safety Summit held Nov. 2013, in 

Sacramento, California. The Summit brought together a range of interested parties to discuss 

transportation safety issues and to begin developing coordinated strategies toward the ultimate goal of 

reducing crash-related injuries and deaths within Native American communities. Specifically, the 

objectives of the Summit were:

1. Review California’s tribal road safety issues and challenges;

2. Improve crash data collection, analysis, and sharing;

3. Share experiences and begin developing new tribal safety initiatives;

4. Identify a list of action items to improve tribal transportation safety; and

5. Develop a process for continuing the dialogue and for addressing identified safety concerns 

among the Federal, State and Tribal transportation communities.

The following report includes background information, themes discussed by Summit speakers and participants, Summit results, and next steps for moving forward.

17. Key Words

transportation safety, traffic safety, road safety, 

Native Americans, California

18. Distribution Statement

19. Security Classif. (of this report)

Unclassified

20. Security Classif. (of this page)

Unclassified

21. No of Pages 22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed pages authorized
Table of Contents

Background....................................................................................................................................1

Purpose of the Summit.................................................................................................................1

Themes............................................................................................................................................5

Collaboration to Improve Transportation Safety in California’s Indian Country...............5

Strategic Partnerships to Improve Transportation Safety in California’s Indian Country.8

Resources to Improve Transportation Safety in California’s Indian Country ...................10

Summit Results............................................................................................................................23

Moving Forward .........................................................................................................................24

Appendix A: Agenda...............................................................................................................A-1

Appendix B: Participant Roster.............................................................................................. B-1
Central California Tribal Transportation Safety Summit

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Background

Every year, more than 30,000 motorists die and almost 3,000,000 

are injured on our Nation’s roadways. For ages 4 to 34, motor 

vehicle-related injuries are the leading cause of death in the United 

States, and Native Americans are at particularly high risk.1 Among 

the Native American population, motor vehicle-related injuries are 

the leading cause of death up to age 44.2 Considering all roadways, 

Native Americans are between two and three times more likely to 

be killed in motor vehicle crashes than other citizens. The full 

impact of severe crashes on Native Americans is not known as 

researchers and traffic safety experts agree Tribal roadway crash

data is under reported.

The Central California Tribal Transportation Safety Summit held 

November 4-5, 2013 was an important step toward reducing 

traffic fatalities and injuries among members of Native Nations. 

This document describes the Summit, focusing on the insights 

gained, lessons learned, and ideas for moving forward. 

The Summit was carried out through the collaborative efforts of 

representatives from the Western Tribal Technical Assistance 

Program (TTAP), Federal Highway Administration (FHWA)-

Federal Lands Highway, FHWA-California Division, California, 

Bureau of Indian Affairs (BIA) – Pacific Region, Department of 

Transportation (Caltrans), and California Tribes.

 Purpose of the Summit

The California Tribal Transportation Safety Summit brought 

together a range of interested parties to discuss transportation

safety issues and to begin developing coordinated strategies 

toward the ultimate goal of reducing crash-related injuries and 

deaths within Native American communities. The Summit

pursued that goal by identifying key tribal safety challenges and 

the resources (human, technical, material, and financial) available 

 

1Subramanian R., Motor Vehicle Traffic Crashes as a Leading Cause of 

Death in the United States, 2005, DOT HS 810 936. April 2008. U.S. 

DOT, National Center for Statistics and Analysis.

2Hilton J., Race and Ethnicity in Fatal Motor Vehicle Traffic Crashes 

1999-2004, DOT HS 809 956. May 2006. U.S. DOT, NHTSA.

California is one of the most 

populous states when it comes 

to the size of the population 

and the number of Tribes, with 

111 Federally recognized Tribes 

ranging widely in population 

size and land base.

The California Transportation 

system is the most complex 

system of all the United States. 

California’s transportation 

system includes:

 Three of the five 

busiest ports in the 

nation;

 Three of the five 

busiest rail systems 

through Amtrak 

service lines in the 

nation;

 Largest highway 

system with 32 million 

licensed trucks.
Central California Tribal Transportation Safety Summit

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to address them, and by stimulating multidisciplinary collaboration among safety stakeholders. 

Specifically, the objectives of the Summit were to:

1. Review California’s Tribal road safety issues and challenges;

2. Improve crash data collection, analysis, and sharing;

3. Share experiences and begin developing new Tribal safety 

initiatives;

4. Identify a list of action items to improve Tribal transportation 

safety; and

5. Develop a process for continuing the dialogue and for 

addressing identified safety concerns among the Federal, State 

and Tribal transportation communities.

The Summit began with opening words from Joseph 

Myers, Western TTAP, Secretary Brian Kelly, California 

State Transportation Agency, Amy Dutschke Regional 

Director, Bureau of Indian Affairs (BIA), Cynthia Gomez, 

Native American Liaison for the Governor’s Office, and 

David Cohen, Division Engineer, FHWA Western Federal 

Lands Highway. The opening session provided an 

opportunity for these leaders to speak about the 

importance of and their commitment to Tribal safety 

efforts. 

California has the largest and most complex transportation

system in the country. Effective July 2013, CTSA was 

created to provide a single agency focused on 

transportation policy in California. Secretary Brian Kelly, 

California State Transportation Agency (CTSA), stated 

that CTSA acknowledges and respects tribal inherent 

sovereignty. He stated that the CTSA is committed to 

meaningful consultation with tribes as both pursue 

mutually beneficial transportation policies. He recognized 

and appreciated his developing working relationship with 

Joseph Myers, Western TTAP director and chairman of the 

Native American Advisory Committee (NAAC) to 

Caltrans. He noted that a safe, efficient and sustainable 

transportation system is more important than ever before 

and it is vital to the economic well-being and to our 

collective quality of life. 

Secretary Kelly noted the following 

transportation safety legislation 

recently passed in California:

• AB 1371 – enforces a 3 foot 

buffer zone when a vehicle 

passes a bicyclist.

• AB 60 – Expands the universe of 

getting a driver’s license in 

California to all persons driving 

on the roadways regardless of 

their citizenship.

• AB 1222 – Legislation that 

preserved CA pension reform 

law while allowing federal 

transportation grants to 

continue to flow to the state and 

to create a loan program for 

counties at risk of losing their 

transit grants. 
Central California Tribal Transportation Safety Summit

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California has a backlog on traffic safety data and is currently 

working on funding to address the reporting and gathering of 

safety data. Current efforts are establishing priorities for safety 

concerns in California. CTSA is committed to strengthening and 

sustaining its effective government-to-government relationships 

with California tribal governments by identifying areas of mutual 

concern and developing a consensus. CTSA will continue its 

consultation process under MAP-21 which requires updating of 

SHSP that will focus on road conditions effecting tribes. As a new 

agency, CTSA is developing its consultation policy. Carol Farris, 

CTSA Deputy Secretary, is the lead liaison for the consultation 

policy development. A draft will be shared publicly for review 

and comment. The objectives for the California transportation 

system are safety, mobility and sustainability. 

Amy Dutschke, Regional Director, Bureau of Indian Affairs, 

Region IX, stated that most of the roads in Indian Country 

support a great number of non-Indian road users. The BIA has 

been in the “safety” business since it joined the FHWA program 

in 1982. The BIA is converting California Tribes to programmatic 

agreements in an effort to provide tribes with more local control 

of their transportation funding. Safety plans are critical to 

addressing safety concerns for tribal communities. BIA will also 

be focusing on bridge safety concerns. Tribal transportation 

professionals do an excellent job because they are developing 

roads for their own family members. BIA is in a process of 

partnering with the Western TTAP to assist in planning and 

conducting road safety audits and to support set asides under 

MAP-21. 

Cynthia Gomez, Tribal Liaison, Office of the Governor of 

California, told about the loss of her father who was struck by a 

car and killed on a pedestrian walkway near a roadway through 

Indian country. Ms. Gomez recognized the work of Ms. Joan 

Sollenberger who championed the Native American Liaison 

Branch (NALB) of Caltrans. Governor Brown has issued 

Executive Order B1011 which orders California agencies to do a 

better job in communicating, consulting and collaborating with 

Tribes in California. She acknowledged that CTSA Secretary Kelly 

and Deputy Secretary Farris are leading the way on developing 

policy on meaningful consultation. 

Adam Larsen, Safety Engineer, FHWA, stated that motor vehicle 

crashes are one of the leading health problems in the U.S. Native 

Americans and Alaska Natives are the highest group per capita 

suffering from fatalities due to motor vehicle crashes. This 

statistic has brought agencies together to address the problem. 
Central California Tribal Transportation Safety Summit

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They found that they could not be effective until the tribal 

governments were ready to recognize and address the safety 

issues. MAP-21 has set aside 2% of Tribal Transportation 

Program dollars for safety projects and plans. Safety plans are a 

key component of developing competitive safety projects. FHWA 

and BIA are encouraging tribes to develop tribal safety plans 

which can use the best available data even if anecdotal data 

identifying the challenges to safety and what can be done to save 

lives in Native communities. FHWA received 240 applications 

which exceeded the funding available. 70% proposed tribal 

transportation safety plans. 22% of the proposals were specific to 

engineering and 8% for enforcement, EMS and education. The 

awards were made in December 2013 and another announcement 

will be made in early 2014.

Fawn Thompson, TTAP Program Manager, FHWA, recognized 

the Western TTAP’s work and highlighted the need for partners 

in the region to work with the Western TTAP in delivering 

training and technical assistance. 

The Safety Summit proceeded with a series of sessions that offered 

participants with information from state and federal transportation 

partners, effective safety solutions to consider for implementation 

within tribal communities and resources to assist in that 

implementation. A detailed Summit agenda is included in 

Appendix A.
California Tribal Transportation Safety Summit

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Themes

Building on the foundation set forth by the keynote speakers, the

themes that emerged from Safety Summit presentations were to

improve transportation safety in California’s Indian Country 

through (1) collaboration, (2) strategic partnerships and (3) 

identification of resources to support implementation of safety 

strategies to reduce the number of collisions resulting in injury or 

fatalities in California’s Indian Country. 

 Collaboration to Improve Transportation Safety

in California’s Indian Country

Joseph Myers, Executive Director of the National Indian Justice 

Center (NIJC) which administers the Western TTAP introduced 

the topic of Public Law 280 (P.L. 280) as the trigger legislation for 

the termination of the federal recognition of tribes. He provided 

background on how P.L. 280 was introduced by Congress and its 

impact that severed the Federal Trust relationship with tribes in 

P.L. 280 states. In 1953, Congress identified California among 4 

other states and the Territory of Alaska as mandatory P.L. 280 

states. This statute replaced federal responsibility and jurisdiction 

over Indian country in those states with limited state jurisdiction 

over Indian country. Implementation of P.L. 280 provided no 

funding to the states. Federal efforts were made to move Indian 

people away from tribal lands and into cities through the BIA

relocation program. Roads in Indian Country were transferred to 

local counties. The loss of tribal governmental structure and 

control resulted in increased social impacts such as alcohol and 

drug dependency, domestic violence and loss of cultural identity.

The first panel session discussed the impact of Public Law 280 on 

tribal reservation road safety. The panelists included Chief Bob 

Clark, California Highway Patrol; Joseph Myers, National Indian 

Justice Center; Steve Wilkie, Bureau of Indian Affairs and Dore 

Bietz, Tuolumne Band of Me-Wuk Indians.

This panel highlighted the historic and current confusion 

surrounding the implementation and application of P.L. 280 in 

California. Chief Bob Clark discussed the role of CHP in vehicle 

collisions on tribal lands. The California Highway Patrol (CHP) is 

the traffic law enforcement agency for state and county public 

Tribes may expect CHP to 

enforce vehicle code 

provisions on tribal 

lands, however; P.L. 280 

allows state traffic 

officers to enforce only 

the criminal provisions of 

the vehicle code on tribal 

lands, not civil regulatory 

provisions.
California Tribal Transportation Safety Summit

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roadways and freeways. In cities, the city police enforces penal 

and vehicle code violations. Most California tribal lands are 

within the county boundaries rather than city boundaries. Tribes 

expect CHP to enforce vehicle code provisions on tribal lands, 

however; P.L. 280 only allows law enforcement to enforce the 

criminal provisions of the vehicle code not civil regulatory 

provisions. Most of the vehicle code is civil regulatory 

(infractions are considered civil regulatory and include lack of 

car registration and lack of driver’s license). CHP can apply a 

vehicle code provision that is a misdemeanor or a felony 

provision on tribal lands. If the misdemeanor or felony violation 

of the vehicle code occurs on tribal lands or on a highway 

running through the reservation, then it may fall under the 

jurisdiction of CHP but it depends upon whether the person who 

has violated the law is Indian or non-Indian. Jurisdictional 

complexities abound in California’s Indian Country

If there is a fatality, CHP will take the collision report. If the crash 

occurs on tribal lands, the tribe will have to invite CHP to address 

the collision. CHP has commanders that can initiate the dialogue 

with tribes concerning managing transportation safety issues on 

tribal lands. Each sovereign tribal government will likely have 

different needs with respect to CHP. The CHP offices throughout 

the state may vary in their responses to Indian Country issues. 

Crash reporting is a great concern for all tribes particularly with 

respect to data driven transportation grant programs and MAP-21 

performance measures. The CHP manages Statewide Integrated 

Traffic Records System (SWITRS) which documents all collisions 

in California. The data comes from all agencies in the State. It 

runs through CHP and Caltrans. When it comes to tribal lands, 

every collision will have the primary collision factor (PCF) 903 

because the crash is handled as if it occurred on private property. 

This is problematic because it does not allow for the

determination of problems on certain roadways through SWITRS. 

In the internal system (AIS), CHP has included information by 

roadway but not by PCF. California Tribes and CHP need to 

work collaboratively to establish internal systems to track local 

crash data. 

The CHP may also be able to provide safety education services to 

tribal communities including car seat installation and safety, 

bicycle safety, elderly driver safety programs. Education can help 

prevent vehicle collisions and fatalities. Collaborative 

relationships with the CHP must begin with an invitation from 

the tribe to CHP.

Dore Bietz addressed additional issues concerning P.L. 280, 

jurisdiction over roads and emergency services on tribal lands 

When it comes to tribal 

lands, every collision will 

have the same primary 

collision factor (PCF) of 903 

because the crash is handled 

as if it occurred on private 

property. This is 

problematic because it does 

not allow for the 

determination of problems 

on certain roadways

through SWITRS. In the 

internal system (AIS), CHP 

has included information by 

roadway but not by PCF. 

Tribes and CHP need to work 

collaboratively to establish 

internal systems to track 

local crash data. 
California Tribal Transportation Safety Summit

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during an event or disaster. Her tribe found that state and county 

emergency medical services (EMS) were unable to locate tribal 

members when EMS was dispatched to help. Their homes and 

addresses were not in the county and state GIS databases. The 

tribe is located in a forested area with only one way in and one 

way out of the community. To address this, the tribe developed a 

GIS map layer that provided locations to EMS. The tribe hosted 

the incident command post for all of the agencies during the Rim 

Fire Disaster near Yosemite National Park. The tribe was under 

an emergency evacuation advisory for eight days. The county 

approached the tribe to determine who would conduct the 

evacuation and how it would occur. Although the fire did not 

reach tribal lands, there were cultural concerns for the tribe 

during the Rim Fire. Many tribal members may not value the 

process of EMS planning because it addresses a potential future 

incident rather than pressing immediate concerns. Presenting 

emergency planning information to the tribal community on a 

consistent basis is important. When the time arrives, the 

resources will be in place. Coordination and cooperation between 

all of the agencies and the tribe with a high level of respect could 

not have occurred without the prior efforts towards relationship 

building. One important note, during any disaster event, CHP 

will control traffic on roads to the disaster but will work under an 

incident commander who may be from a different agency. Tribal 

EMS personnel must be known to and identifiable by the incident 

commander in order for CHP to allow them ingress and egress 

from the disaster. Tribal transportation personnel should be 

included as part of the Tribal EMS team because disasters have a 

great impact upon the transportation infrastructure.

Steve Wilkie, BIA-Pacific Region, addressed the complexities of 

the tribal, state and federal relationship building to improve 

transportation safety. There are 18,000 miles of road in the Indian 

Reservation Roads (IRR) inventory. More than half of the roads 

were not designed or engineered for roadway safety but they 

were paved regardless. There are new requirements for tribal 

bridge inspection. Twenty-five percent (25%) of the known tribal 

bridges are structurally deficient or functionally obsolete. Six 

hundred (600) miles of roads from California tribal lands have 

been added to the IRR inventory but there are obstacles in 

determining ownership and right of way. 

A brief presentation was made by Mark Dandeneau, California 

MADD. Mr. Dandeneau is from the Narragansett Tribe and has 

worked with Indian Child Welfare in California. MADD works 

throughout California in 11 district offices that includes 27 staff 

members who provide services to victims of DUI collisions. The 
California Tribal Transportation Safety Summit

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Developing a 

system for a 

more accurate 

estimate of 

traffic injuries 

in tribal areas 

should be a 

priority task.

services range from support through trial, prevention and 

education programs concerning underage drinking, and health 

and wellness services. He extended an invitation to California 

Tribes to collaborate with MADD to bring their services to tribal 

communities. 

 Strategic Partnerships to Improve 

Transportation Safety in California’s Indian 

Country

The second presentation was made by Joan Sollenberger, Chief, 

Office of Strategic Development, Caltrans, regarding the 

California Strategic Highway Safety Plan (SHSP). Caltrans has 

been actively seeking tribal participation on the ongoing 

planning and development of the SHSP. The SHSP needs to be 

updated pursuant to MAP-21. Some data concerning tribes is 

known but more data should be gathered from the tribes to 

increase accuracy of the SHSP. The first SHSP was developed in 

2005. SHSP includes all public roadways (not just highways). 

SHSP is the plan for California. It is not just a Caltrans plan. The 

SHSP is a performance based program and is data driven. It puts 

resources towards the areas with the most need. The current 

update will focus on (1) updating the SHSP; (2) increasing local 

and tribal participation; and (3) to improve traffic safety culture.

Under MAP-21, “a highway safety improvement project is any 

strategy, activity or project on a public road that is consistent with 

the data-driven SHSP.” The Highway Safety Improvement 

Program (HSIP) as well as other programs are now tied to the 

SHSP. The SHSP update is an opportunity to evaluate our efforts 

and identify the best way to move forward. The SHSP update 

must take place within the next year. It can serve as a strategic 

plan and will require continuous improvement. This is an 

opportunity to incorporate necessary strategies to improve 

transportation safety in tribal communities.

Using SWITRS acknowledging its limitations with respect to 

collisions on tribal lands noted by Chief Clark of CHP, Caltrans 

identified 3,755 injury collisions that occurred within 29 tribal 

areas in California over a period of 10 years (2002-2011). This is 

most likely an underestimate of the number of injury collisions. 

Developing a system for a more accurate estimate of traffic 

injuries in tribal areas should be a priority task.

SHSP has to be consistent with other state and national 

transportation plans. Formal consultation with tribes is required. 

Due to time constraints, the best approach would be to conduct 
California Tribal Transportation Safety Summit

9

consultation at existing events and meetings. If the state SHSP 

does not get its SHSP process and plan in place by August 1, 2015, 

the state will be unable to apply for surplus federal funding 

termed August Distribution.

PowerPoint Slides 

presenting Data 

collected by SafeTrec, 

U.C. Berkeley, for the 

SHSP Presentation

If a Tribe has local 

data to share with 

SafeTrec, the data 

may be incorporated 

into the database 

that produced these 

slides. If interested 

contact David 

Ragland, SafeTrec, 

U.C. Berkeley, Ph: 

510-642-0655, 

davidr@berkeley.edu
California Tribal Transportation Safety Summit

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 Resources to Improve Transportation Safety in 

California’s Indian Country

The presentation entitled Building Safety Measures was made by 

Michia Casebier, MG Tech Writing, LLC, and David Cohen, 

FHWA. The presentation addressed funding for Safety 

Improvements including the Tribal Transportation Program – 2% 

Safety Set Aside. Eligible projects must address education, 

enforcement, emergency management services, engineering, 

and/or transportation safety planning. Projects should have the 

goal of reducing fatalities and serious injuries from transportation 

incidents. For more information go to:

http://flh.fhwa.dot.gov/programs/ttp/safety. 

The Safe Routes to School (SRTS) program focuses on the goals of 

(1) to enable and encourage children - including those with 

disabilities - to walk and bicycle to school; (2) to make bicycling 

and walking to school a safer and more appealing transportation 

alternative; thus, encouraging a health and active lifestyle from an 

early age; and (3) to facilitate project planning, development & 

implementation that improves safety while reducing traffic, fuel 

consumption and air pollution near schools. SRTS program funds 

elementary and middle schools; and program and projects must 

be within a 2-mile radius of the school. For many tribes in 

California, the 2-mile radius is a barrier to obtaining SRTS 

funding. Where a tribe has a school within or near its 

community, SRTS projects can address health issues including 

obesity and diabetes. Sustainability of SRTS programs can be 

challenging. To address sustainability of SRTS programs, the 

presenters recommend the following alternative funding sources:

o State DOT Environmental Justice (EJ) grant programs; 

o Community Based Transportation Planning (CBTP) 

grants; 

o Planning Assistance for Rural Areas (PARA) grant efforts

o Tribal Transportation Program (Formerly the Indian 

Reservation Roads– IRR Program);

o Highway Safety Improvement Program (HSIP);

o Robert Wood Johnson Foundation;

o Centers for Disease Control – Community 

Transformation Grants;

o Injury Prevention;

o Tribal Transit Program;

o HUD Indian Community Development Block Grant;

o Johns Hopkins;

o Diabetes Prevention; and
California Tribal Transportation Safety Summit

11

o Michelle Obama’s $40,000 Apps for Healthy Kids 

competition.

For more information go to: http://saferoutesinfo.org. 

David Cohen, FHWA – Federal Aid, provided information about 

FHWA and the history surrounding transportation authorization. 

In 2008, SAFETEA-LU Technical Corrections Act recognized 

tribal governments as eligible applicants for SRTS program. The 

presenters conducted research and found tribal-state MOUs and 

JPAs related to administration of direct SRTS funds. The MOUs 

and JPAs included limited waivers of sovereignty. MAP-21 

created the Transportation Alternatives Program (TAP) and 

identified Tribal governments as eligible entities to receive TAP 

funds (23 USC 213 ( c)(4)(B)). Caltrans which delivers the funding 

to the entities preferred that the tribes partner with a local public 

agency or the BIA. TAP includes the SRTS program , Recreational 

Trails and numerous other grant programs. Tribes should 

communicate their needs, particularly for receiving direct 

funding instead of requiring a local agency partner, to Caltrans 

and the California Transportation Commission (CTC). The 2 mile 

radius requirement for SRTS funding has been a significant 

obstacle for California tribes obtaining SRTS funding. Caltrans is 

in charge of the rules for implementing SRTS. 

The last presentation of the first day of the Safety Summit was 

made by Chief Bob Clark, CHP, entitled Building Safety Measures 

into New Transportation Facilities. Traffic law enforcement has a 

variety of dimensions but safety is a primary objective. The 

methods for traffic law enforcement include education and 

prevention, enforcement, documentation of collisions, 

identification of problem locations and planning of targeted 

prevention through education or enforcement. CHP education 

and prevention programs include the following titles: Child 

Safety seats, Distracted Driving, Every 15 minutes (someone in 

the U.S. loses their life in a DUI), Kaitlyn’s Law (leaving children 

unattended in cars), Start Smart, Motorcycle Safety, Passenger 

Restraint, and Senior Driving. These programs are administered 

by the local CHP offices and available upon request of the tribe 

to the local CHP office. CHP also provides a specific education 

or prevention activity for a specific group or activity that may 

pose a danger to the public. CHP can also provide planned 

enforcement at a specific location or for a specific problem 

activity. Consequences must be in place as part of the 

effectiveness of the education. Tribal codes can and should have 

CHP education and 

prevention programs:

 Child Safety seats,

 Distracted Driving,

 Every 15 minutes 

(someone in the U.S. 

loses their life in a 

DUI),

 Kaitlyn’s Law (leaving 

children unattended 

in cars),

 Start Smart,

 Motorcycle Safety,

 Passenger Restraint,

 Senior Driving.
California Tribal Transportation Safety Summit

12

consequences or graduated consequences for behaviors that 

violate the tribal and/or state traffic laws or that endanger others. 

All non-private property collisions are documented on form CHP 

555. Each collision is assigned a primary collision factor (PCF). 

Once documented, the data is entered into SWITRS (particularly 

collision locations and PCF tracking). SWITRS documentation is 

very specific, down to GPS location of the crash. Not all 

collisions are required to be documented. For collisions that occur 

on tribal lands (which are treated as private property), 

the data is not accurate and the PCF may not apply on 

tribal land. A collision involving a misdemeanor or 

felony defined by the state traffic code, the PCF will 

apply on tribal lands as per P.L. 280. Other collisions 

that are documented by CHP on tribal lands (or on 

other private property) will be assigned PCF 903 - “Other 

improper driving.” SWITRS location code is not specific 

(for Code 903) and it will be lumped in with other 

private property collisions. Tribes should work with 

local CHP offices to develop an agreement for traffic 

enforcement. It may be possible in some local CHP 

offices to develop an in-house system referencing PCF’s 

from California Vehicle Code or tribal code (Data base 

and collection method). It will depend upon whether the 

local CHP has such information in Area Information 

System (AIS).

Identify Problem 

Locations

Day two began with the telling of the story 

of the Redwood Highway Indian Marathon 

which was conducted in an effort to 

increase use of the Redwood Highway, 

now known as Highway 101.
California Tribal Transportation Safety Summit

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On Day Two, Laurel Jensen, CTC, provided an overview of the 

California Transportation Commission (CTC), an independent 

body that serves as a board of directors for Caltrans developing 

guidelines, approving/selecting projects for multi-year programs, 

allocating funds to projects, developing public findings for 

eminent domain and providing program oversight. CTC works in 

partnership with all the regional and state transportation agencies. 

CTC is currently suffering a funding shortage for current need. 

Rehabilitation projects funded through SHOPP amount to $8.28B 

in annual need with only $2B annual funding available. The bulk 

of CTC funds come from the Federal Highway Trust Fund which 

is projected to go broke in 2014. California would need $14B per 

year just to maintain current infrastructure. CTC does not initiate 

projects. Programming a project in California starts with the local 

planning agencies then goes through the process depicted. CTC 

will set priorities for projects. 
California Tribal Transportation Safety Summit

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The newest CTC funding program is the Active Transportation 

Program (ATP) which consolidates other programs and focuses on

increasing biking and walking trips, safety, mobility, reducing 

greenhouse gases (GHG), enhancing public health, benefitting 

disadvantaged communities (25% of the fund) and includes a 

broad spectrum of projects. Funding will be distributed to MPOs 

with large urbanized areas (UZA), 10% Small urban and rural, 50% 

statewide including SRTS and 

recreational trails. CTC will adopt 

guidelines by March 20, 2014. 

Note that 25% of the funding must 

be allocated to disadvantaged 

communities. CTC will have to 

further define “disadvantaged 

community.”

The Draft 2014 Active 

Transportation Program 

Guidelines to JLBC (1/29/2014) 

are available at 

http://www.catc.ca.gov/. 

Alyssa Begley, Chief of the Office of Community Planning, 

provided information on Caltrans Complete Streets Policy, Deputy 

Directive 64-R1 “Complete Streets” (revised October 2008) and 

states that “[t]he Department 

provides for the needs of travelers 

of all ages and abilities in all 

planning, programming, design, 

construction, operations, and 

maintenance activities and 

products on the State highway 

system.” To implement Complete 

Streets, Caltrans has developed a 

Complete Streets Technical 

Advisory Committee and 

Complete Streets Implementation 

Action Plan (CSIAP). Some of the 

tasks included in the CSIAP are 

the Highway Design Manual 

Update; System Planning 

Guidelines, Complete Intersections Guide and Main Streets: 

Flexibility in Planning, Design and Operations. The benefits of the 

Complete Streets program will include increased physical activity, 

improved public health and safety, provide options and access for 

non-drivers, decreased vehicle trips, air pollutant and greenhouse 

40%

10%

50%

Active Transportation 

Program Funding 

Distribution

MPOs-large UZA

Small Urban and

Rural

Statewide
California Tribal Transportation Safety Summit

15

gas emissions; and improved livability, revitalized communities, 

and decreased transportation costs. For more information go to the 

Caltrans Complete Streets Program website:

http://www.dot.ca.gov/hq/tpp/offices/ocp/complete_streets.ht

ml. 

A panel presentation on Building Safety Measures into New 

Transportation Facilities was provided by Jeff Holm, Ken 

Kochevar, Kevin Herrit and David Cohen. Jeff Holm, Design and 

Traffics Operation Engineer, FHWA California Division, 

addressed the Every Day Counts Program. Developed in 2009, 

Every Day Counts (EDC) is designed to focus on a finite set of 

initiatives with the goals of shortening project delivery, improve 

safety, and to improve operational benefits. Teams from the 

Federal Highway Administration will work with state, local, and 

industry partners to deploy the EDC initiatives. Caltrans has 

nearly adopted every EDC initiative. Technical Assistance (not 

necessarily funding) is associated with each initiative. 

EDC Initiatives 1 and 2 include:

 3D Engineered Models for Construction

 Accelerated Bridge Construction 

 Alternative Technical Concepts

 Construction Manager/General Contractor

 Design Build

 First Responder Training

 Geospatial Data Collaboration

 High Friction Surfaces

 Implementing Quality Environmental Documents

 Intelligent Compaction and Construction 

 Intersection and Interchange Geometrics

 Locally-Administered Federal Aid Projects

 Programmatic Agreements

The panel highlighted a few of the EDC initiatives. The 

Construction Manager/General Contractor (CMGC) is a process 

that is broken down into two contract phases. In the 1st phase the 

contractor works with the designer and the project owner to: 

identify risks, provide costs projections and refine the project 

schedule. In the 2nd phase, the contractor and project owner 

negotiate on the price for the construction contract. 

The next initiative highlighted was the Intersection and 

Interchange Geometrics. Over 20 percent of the 33,808 roadway 

fatalities in 2009 were intersection or intersection-related. Rates

have not changed greatly in the last 25 years. To improve this rate, 
California Tribal Transportation Safety Summit

16

EDC recommends roundabouts, U-Turn intersections, Diverging 

Diamond and Displaced Left Turn. Another initiative that may be 

of interest to tribes is the First Responder Training. Traffic

incidents, including crashes, disabled vehicles and debris on the 

road create unsafe driving conditions; put motorists and 

responder lives at risk; and account for approximately 25 percent 

of all traffic delays.

Ken Kochevar, Safety Team Leader, FHWA – California Division, 

provided an overview of two specific countermeasures for 

roadway departures: High Friction Surface Treatments (HFST) and 

Safety Edge. Nationally, 53% of Fatal Crashes (Tribal Data 

unknown) are due to roadway departures. 

High Friction Surface Treatments (HFST) keeps vehicles on the 

roadway. The product, an epoxy resin followed by an aggregate 

of calcite bauxite, may be applied manually or mechanically. 

Typical roads have a friction factor of 30 to 40. The HFST will 

double or triple that friction and keep cars on the roadway. HFST 

is long lasting whereas typical pavement friction wears down 

quickly. This treatment costs more than typical pavement. It has a 

quick installation time at less than 8 hours. Data shows a high 

reduction in crashes after application of HFST. One case study had 

55 crashes over a three year period. After application of HFST, the 

same site had 2 crashes. 

The Safety Edge allows vehicles to 

re-enter roadway safely with 

greater stability. Safety Edge is a 

30 degree beveled edge shaped 

during the pavement process. It is 

placed where the pavement 

interfaces the graded material. 

There is no additional cost 

associated with the addition of the 

Safety Edge because you are using 

material that normally sloughs off 

the edge of the paved area. There is 80% compaction in the Safety 

Edge that helps maintain the life of the pavement. The asphalt 

paver equipment to install the Safety Edge costs no more than 

$3000. There are four types of equipment on the market now.

David Cohen, FHWA – California Federal Aid Division, provided 

information about federal funding sources through MAP-21 for 

highway safety on tribal lands. 

California Tribes can 

ask FHWA –

California Division 

Safety Team for 

assistance in 

implementing the 

EDC initiatives.
California Tribal Transportation Safety Summit

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The Tribal Transportation Program (TTP) was established in 23 

U.S.C. § 202 to address the transportation needs of Tribal 

governments throughout the United States. The purpose of the 

program is to provide safe and adequate transportation and public 

road access to and within Indian reservations, Indian lands, and 

Alaska Native Village communities. A prime objective of the TTP 

is to contribute to the economic development, self-determination, 

and employment of American Indians and Alaska Natives.

The TTP sets aside 2% (est. $9M) for Safety 

projects in Indian Country. There is an initial 

focus on strategic planning and traffic safety 

data collection/analysis and sharing for 

tribal governments. California tribes should 

have mutually beneficial relationships with 

Caltrans particularly concerning the 

California SHSP Update process. 

The Transportation Alternatives Program

(TAP), including Safe Routes to School, 

Transportation Alternatives and Recreational 

Trails, will be known in California as the 

Active Transportation Program (ATP). In 

addition, FHWA Federal Aid also 

administers the Highway Safety 

Improvement Program (HSIP), Surface 

Transportation Program (STP), and 

Congestion Management and Air Quality 

Program (CMAQ). In 2008, SAFETEA-LU, 

specifically named tribal governments as 

eligible entities for funding awards. 

The National Highway Traffic Safety 

Administration (NHTSA) focuses on 

behavioral safety (human factors) and it is administered by the 

California Office of Traffic Safety (OTS). These programs focus on 

public education and law enforcement. NHTSA/OTS has funded 

the PedSafe Center in CDPH and PSA/TSE programs in ITS.

Unfortunately, NHTSA has not allowed OTS to administer these 

programs in California tribal communities because there is not 

enough data to support the need.

Kevin Herrit presented on the Complete Streets Principles and 

Design Philosophy: “Livable Communities and Complete 

Projects.” The Complete Streets Projects are guided by principles 

that incorporate all roadway users, all alternatives for 

transportation, tailored to the needs of the local community. The 

Each year under MAP-21, $9 million from 

TTP funds is set aside to address safety 

issues in Native America. Awarded 

annually, projects are chosen whose 

outcomes will address the prevention and 

reduction of death or serious injuries in 

transportation related crashes. FHWA 

recognizes that traffic fatalities and injuries 

severely impact the quality of life in Indian 

country. Statistics are consistently higher 

than the rest of the nation as a whole; 

FHWA advocates the development of 

Strategic Transportation Safety Plans as a 

means for tribes to determine how 

transportation safety needs will be 

addressed in tribal communities.
California Tribal Transportation Safety Summit

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Highway Design Manual (HDM) allows for case–by–case design 

decisions that are based upon established engineering standards 

and professional judgment. At the national level, Planning and 

Design best practices in urban and main street locations (place 

types) in recent years have been emphasizing a more balanced 

idea of highway/street design, giving equal weight to 

transportation, community, and environmental goals.

The Highway Design Manual (HDM) was updated on May 7, 

2013, to implement DD-64 R-1 - Complete Streets and ensure that 

the design guidance and standards reflect the directive. New 

guidance was added to the HDM Project Development Overview 

to ensure that land use place types and the context of the location 

that the state highway passes through are taken into consideration 

when designing the highway. For pedestrians, bicycles and transit, 

the guidance in the manual was updated recognizing the 

implications of sharing the transportation corridor so that readers 

are encouraged to consider not only vehicular movement, but also 

the movement of people, distribution of goods, and provision of 

essential services. Download the HDM at: 

http://www.dot.ca.gov/hq/oppd/hdm/hdmtoc.htm. 

The next presentation was specifically about the countermeasure 

of roundabouts and whether they are effective in Indian country. 

The presentations for this panel included roundabout

Planning for Complete Highways
California Tribal Transportation Safety Summit

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fundamentals and policies, safety performance, design as well as 

case studies. The modern roundabout is a type of circular 

intersection defined primarily by three basic operational 

principles:

 Circular or oval geometry (or series of curves) that results 

in a low‐speed environment, creating substantial safety 

advantages.

 Entering traffic yields to vehicles in the circulatory 

roadway, leading to lowered speeds and excellent 

operational performance.

 Channelization at the entrance and deflection around a

center island are designed to be effective in reducing 

conflict.

 Designs may include infrastructure for pedestrians and 

bicyclists.

Roundabouts are still controversial in spite of their proven safety 

performance record, ability to reduce delay and vehicle emissions 

and the value in comparison to alternatives. Due to the high 

number of fatalities at intersections, California has been

designated a focus state by FHWA for the EDC initiatives. FHWA 

can provide the experts to come to Indian Country to implement 

the EDC initiatives.

Robert Peterson provided 

information on the performance 

record of roundabouts in California. 

Twenty percent (20%) of fatalities 

occur at intersection collisions. There 

should be a 90% reduction in 

fatalities at roundabouts. Of the nine 

(9) roundabouts in California with 

significant data, there have been no 

fatalities and 70% or more collisions 

are property damage only collisions. 

There has been a two-fold collision 

cost decrease at the roundabouts in 

comparison to intersection collision costs. 

Kathleen Sartorius provided information about the construction 

and current impacts of roundabouts on or near tribal lands in 

northern California. Stakeholder data shows that there were 

positive impacts including more acceptance of the roundabouts as 

effective tools but some unexpected concerns involving the 

impacts upon ambulances responding to patients particularly 

during the administration of CPR while en route to the hospital. 
California Tribal Transportation Safety Summit

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Maintaining balance as the ambulance entered the curve was 

difficult for the EMS responder.

Heidi Sykes provided an overview of various design elements of 

a roundabout that increase safety for pedestrians and bicyclists, 

and reduce vehicle speeds. Strategies, such as elongated splitter 

lanes, provide more lead time to communicate to the driver that 

there is a change in the road.

 

Generally, roundabouts handle more traffic with less delay due to 

the flow of traffic (no stopping). The more lanes within the 

roundabout, the more likely that delays and collisions will occur.

 

Key resources for Roundabouts & Other Proven Intersection 

Strategies may be found at the Caltrans web page on ICE policy 

directive:

http://dot.ca.gov/hq/traffops/liaisons/ice.html

FHWA web page on roundabouts:

http://safety.fhwa.dot.gov/intersection/roundabouts/

The next presentation was about Road Safety Audits. Presenters 

included Adam Larsen, FHWA, Adam Geisler, La Jolla Band of 

Luiseno, Steve Wilkie, BIA and Kelly Myers, WTTAP, NIJC. A 

road safety audit (RSA) is a formal independent safety 

performance review of a specific road project by an independent 

multidisciplinary team that addresses the safety of all road users. 

The focus is on substantive safety (doing what works for the site) 

rather than nominal safety (meeting the standards and 

regulations). RSA costs range from $5K to $30K per audit stage. 

Design and construction costs will vary. The benefits are lives 

saved, crashes prevented and/or decrease in severity. The data 

supports a 10:1 cost/benefit ratio and reductions in crashes up to 

60%.

This is distinguishable from a transportation safety plan which is 

a data-driven plan developed by a multi-disciplinary team to 

improve safety on the entire road network by prioritizing the 

activities implemented by a government and communicating 

these priorities with safety partners. On the FHWA website, you 

may find the FHWA Developing Safety Plans Guidebook and a 

recorded webinar located at: 

http://flh.fhwa.dot.gov/programs/ttp/safety/ 
California Tribal Transportation Safety Summit

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The RSA consists of 8 steps:

 

The RSA team typically consists of engineers, emergency

responders, and occasionally citizens concerned with the wellbeing of the traveling public. The kick off meeting provides an 

opportunity to review existing information about the site as well 

as to discuss issues with informants. The site assessment 

provides the team with a chance to observe the site and travel 

conditions (during various types of weather, times of year and 

other conditions). The site assessment also provides a chance for 

the team to engage the road users. This should result in 

identification of specific issues that are assessed on the risk 

assessment scale. The team will conduct the analyses and prepare 

the report which is presented to the project owner. 

Adam Geisler, La Jolla Band of Luiseno Indians, provided 

information about the La Jolla Healthy Community Project, an 

active transportation assessment. The Project provided the tribe 

with resources to assess neighborhood areas for: pedestrian 

pathways, bicycle pathways, outdoor learning areas and safety on 

roads for pedestrians. The project findings included inexpensive 
California Tribal Transportation Safety Summit

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strategies to address some of the issues. The Tribe’s plan 

included a prioritizing and improving opportunities for physical 

activity by tribal members, reduction of unsafe vehicle speeds 

particularly where tribal members had walking paths, addressing 

stray dogs that had been attacking tribal members walking or 

bicycling, and improving access to the school bus stops along the 

highway. The assessment approach included an analysis of the 

tribal landscape, use of GIS and aerial photos, identification of 

priorities and stakeholders and the use of focus group input to 

the project.

The Safety Summit concluded with a presentation by Holly 

Sisneros, California Department of Public Health PedSafe 

Program, and Adam Geisler, on the demonstration project on 

pedestrian safety conducted at La Jolla Band of Luiseno Indians. 

The PedSafe project is funded by NHTSA and administered by

the CDPH. PedSafe is responsible for overseeing the following 

bodies and activities:

 the CalPED advisory committee,

 It’s up to All of Us Public Education Campaign, 

 Workbook Training on Communication for Pedestrian Safety, 

 Action Response Kit, SHSP- Challenge Area 8, 

 Risk Communication Plan Template Pilot, 

 Program Collaboration, and 

 Technical Assistance.

The La Jolla Demonstration Project was funded by FHWA. 

Reduction of pedestrian fatalities and injuries must incorporate 

enforcement, engineering and education. For more information 

and access to the materials noted above, go to:

http://www.cdph.ca.gov/programs/SACB/Pages/PedSafe.asp

x

The La Jolla Demonstration Project included a walk audit with 

tribal members, training with tribal members and campaign 

deliverables. The area to walk was too large and cars were used to 

drive through and conduct the audit. Priorities identified during 

the Walk Audit:

 Bus stop safety

 Road shoulder utilization as walkways

 Signage

 Poor visibility

 Curbs narrow

 No crosswalks

 Brush blocks views 
California Tribal Transportation Safety Summit

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Overall, community members were concerned about pedestrian 

safety and unsafe walking conditions.

The community members returned for training to learn about 

concepts of risk communication and community norm change as 

they apply to pedestrian safety. Community members engaged in 

It’s Up to All of Us safety education campaign and developed 

their own messages to improve pedestrian safety. The 

community members were to take control of the messaging and 

make it appropriate for the community members. 

Summit Results

The Summit objective was to improve collaboration, 

communication and access to resources that would result in 

activities that could improve tribal transportation safety within 

tribal communities. To achieve this, Summit participants 

discussed their experiences and offered potential opportunities to 

collaborate and implement approaches for improving safety. The 

following strategies were discussed throughout the Summit. 

 California Tribes need to communicate and collaborate with 

Caltrans and the California Transportation Commission 

concerning the guidelines for distribution of Transportation 

Alternatives Program funding tribes as eligible entities under 

MAP-21. For more information, tribes can go to 

http://www.catsip.berkeley.edu/weigh-new-activetransportation-program

 California Tribes need to engage Caltrans to specifically 

advocate for a change in application of the SRTS funding 

eligibility requirement of a 2 mile radius of the applicant and 

the school. 

 California Tribes need to contact their local CHP offices/local 

command to determine if the internal CHP database (AIS) 

includes any data relevant to the tribal community. Each local 

command collects data for different purposes. 

 Caltrans should coordinate opportunities to get Tribes 

engaged in SHSP challenge areas; 
California Tribal Transportation Safety Summit

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 Implement Tribal Transportation Safety Circuit Rider 

program within WTTAP region; 

 Tribes explore applying on their own or partner with local 

metropolitan planning organizations (MPOs) for safe Routes 

to School funding.

 Tribes should continue to engage local and statewide law 

enforcement, particularly CHP, to develop agreements to 

address emergency response and law enforcement on Tribal 

roadways;

 Conduct annual strategic planning summit for tribal, state 

and federal transportation agencies to advance collaboration 

and safety strategies; and 

 Implement the BIA/FHWA/WTTAP tribal transportation 

safety plan program

Moving Forward

Stakeholders in California are committed to take the next steps in 

the pursuit of safer tribal transportation. As emphasized at the 

beginning of the Summit and throughout, an important 

component of any future direction should be to continue to foster 

collaboration around evidence-driven decisions and action aimed 

at improving transportation safety in California’s Indian Country. 

A major step towards this goal is to begin fostering a 

transportation safety culture among tribal communities.

Historically, many of California’s Native American communities 

have endured both private and public violence. This history has 

fostered a culture of survival among tribal communities. Public 

roadways in Indian country play a role in the perpetuation of 

violent death of tribal community members. Historically, the 

roads of Indian country were built for the purpose of access to the 

tribal community, not for transportation safety. Historically, there 

was little design of roadways in tribal communities. There were 

no safety facilities such as shoulders, sidewalks or other 

pedestrian facilities on the roadways. In recent years things have 

changed for the better. Federal agencies are promoting EDC 
California Tribal Transportation Safety Summit

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initiatives and countermeasures to improve safety. With very 

little in resources, it will require a dedication to improving safety 

before tribes will view the incorporation of the countermeasures 

such as safety edges or rumble strips as feasible.

In Indian country we take great pride in culture and tradition. At 

one time the culture of safety reigned supreme in Native 

American communities. We must return to safety as a culture and 

save lives today as part of tribal transportation policy.

More information about resources available from state, regional, 

and Federal partners involved in the Summit can be found at:

California/Nevada TTAP: www.nijc.org/ttap.html;

Caltrans: http://www.dot.ca.gov;

CDPH: http://www.cdph.ca.gov;

CPH: http://www.cph.ca.gov; 

FHWA Office of Federal Lands Highway: 

http://flh.fhwa.dot.gov/programs/irr/safety;

FHWA Office of Safety: http://safety.fhwa.dot.gov; and

BIA: http://www.bia.gov.

California Tribal Transportation Safety Summit

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Appendix A: Agenda

CALIFORNIA Tribal TRANSPORTATION 

Safety Summit 

Engineering, Enforcement, Education & Emergency Services

November 4-5, 2013

Sacramento, California

AGENDA

MONDAY, NOVEMBER 4, 2013

9:00 AM – 10:00 AM Welcome and Introductions

- Brian Kelly, Secretary, California State Transportation Agency

- Amy Dutschke, Director, Region 9 – Bureau of Indian Affairs

- Cynthia Gomez, Governor’s Tribal Advisor, State of California

- Adam Larsen, TTP Safety Engineer, FHWA

10:00 AM – 10:15 AM Break

 10:15 AM – 12:00 PM Impact of Public Law 280 on Reservation Road Safety 

Bob Clark, Joe Myers, Steve Wilkie, Dore Bietz

- County Maintenance Failures 

- Traffic Enforcement Issues 

- Road Ownership & Right of Way Issues 

- Emergency Services 

12:00 PM – 1:00 PM Lunch on own

 1:00 PM – 1:30 PM Strategic Highway Safety Plan – Joan Sollenberger

- Coordination and consultation with the tribes as the SHSP is updated and 

new implementation strategies are created

1:30 PM – 3:00 PM Building Safety Measures – Michia Casebier, Dave Cohen

- Funding for Safety Improvements 

- Transportation Alternatives

3:00 PM – 3:15 PM Break

 3:15 PM – 4:30 PM Building Safety Measures Into New Transportation Facilities

Bob Clark

- Traffic Enforcement
California Tribal Transportation Safety Summit

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TUESDAY, NOVEMBER 5, 2013

 9:00 AM – 9:15 AM CTC Process/Funding, Mitchell Weiss

9:15 AM – 9:30 AM CalTrans Complete Streets Policy, Alyssa Begley

- Providing for the needs of and making roadways safe for all users

9:30 AM – 10:30 AM Building Safety Measures Into New Transportation Facilities

Jeff Holm, Kevin Herrit, Dave Cohen

- Every Day Counts

- Engineering Issues

- Funding Sources

10:30 AM – 10:45 AM Break

10:45 AM – 12:30 PM Roundabouts – Good or Bad for Indian Country? Kathleen Sartorius, Jerry 

Champa, Robert Peterson, Jeff Holm, Heidi Sykes 

- General Overview/ICE Policy

- Safety Measures

- Safety Experience in CA

- Design

- Case Study

- Q&A

 12:30 PM – 1:30 PM Lunch on Own

1:30 PM – 2:30 PM Road Safety Audits – Steve Wilkie, Kelly Myers, Adam Larsen, Adam Geisler

- General Principles of Road Safety Audits

- Pedestrian Safety Audits

2:30 PM – 2:45 PM Break

2:45 PM – 4:00 PM Education Focus: Tribal Communities, Service Providers, & Governing Bodies 

- Holly Sisneros, Adam Geisler
California Tribal Transportation Safety Summit

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Appendix B: Participant Roster

California Tribal Transportation Safety Summit

Participant Roster

November 4-5, 2013

First Name Last Name Email Job Title Company

Julie Adams julie.adams@crihb.org Injury Prevention 

Coordinator

California Rural Indian 

Health Board Inc

Juan Balbuena juan.balbuena@dot.gov Safety & LPA Engineer FHWA-NV

Alyssa Begley alyssa.begley@dot.ca.gov Chief, Office of 

Community Planning

California Department of 

Transportation 

Jesse Bhullar jesse.bhullar@dot.ca.gov Supervising 

Transportation Engineer

California Department of 

Transportation

Dore Bietz DBietz@mewuk.com Executive Director Tuolumne Band of MeWuk Indians

AnnLouise Bonnitto ann.bonnitto@crihb.org CCDF Program Manager California Rural Indian 

Health Board, Inc. 

Joel Bravo nrolfe@tolowa.com Council Treasurer Smith River Rancheria

Antonio Cano antonio.cano@dot.ca.gov Associate Transportation 

Planner

Caltrans

Michia Casebier mgtecwtg@gmail.com President M.G. Tech-Writing

Jerry Champa jerry.champa@dot.ca.gov Supvg Tr Eng, CT DOT

Russia Chavis russia.chavis@calsta.ca.gov Deputy Secretary for 

Transportation Safety and 

Enf

California State 

Transportation Agency

Steve Clark steve@cisinspects.com President Construction Inspection 

Specialists

Bob Clark bclark@chp.ca.gov Chief Headquarter Office 

Sac.

CHP

David Cohen d.cohen@dot.gov FHWA Calif. Div.

Margaret Colglazier tcoord@nijc.org Training Coordinator National Indian Justice 

Center

Russ Crabtree nrolfe@tolowa.com Tribal Administrator Smith River Rancheria

kate crawford smileyk@agc-ca.org Director safety and health 

regulatory service

AGC - CA

Leslie CulverSanderscherae.roads@gmail.com Transportation & Land 

Use Mgr

Trinidad Rancheria

Mark Dandeneau mark.dandeneau@madd.org California State Executive 

Director

Mothers Against Drunk 

Driving (MADD)

Tony Dang tony@californiawalks.org Deputy Director California WALKS

Anthony Duncan aduncan@robinsonrancheria.org Tribal Transportation 

Planner

Robinson Rancheria

Amy Dutschke amy.dutschke@bia.gov Regional Director BIA

Adam Geisler adam.geisler@lajolla-nsn.gov Secretary La Jolla Band

Cynthia Gomez cynthia.gomez@gov.ca.gov Tribal Advisor California Governor's 

Office
California Tribal Transportation Safety Summit

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Zelia Gonzales gonzales.zelia@gmail.com Youth Leader California WALKS

Lenora Hall nrolfe@tolowa.com Tribal Council Smith River Rancheria

Barbara Hart barbara.hart@crihb.org Public Health Nurse, 

Injury Prevention 

Manager

California Rural Indian 

Health Board

Benjamin Henthorne III cahtopomo@yahoo.com Transportation Planner Redwood Valley 

Rancheria

Kevin Herritt kevin.herritt@dot.ca.gov Supvg Tr Eng, CT DOT

Jeff Holm jeff.holm@fhwa.dot.gov Traffic Ops - Design FHWA

Joseph James jjames@yuroktribe.nsn.us TRANSPORTATION 

MANAGER

YUROK TRIBE

Brian Kelly brian.kelly@calsta.ca.gov Secretary California State 

Transportation Agency

Ken Kochevar ken.kochevar@dot.gov Safety Team Leader FHWA

Bruce Kynaston BKynaston@chp.ca.gov Lieutenant California Highway Patrol

Bucky Lantz blantz@karuk.us Maintenance Supervisor Karuk Tribe

Tony Largo tlargo@rezta.com Construction Manager RTA

Adam Larsen Adam.Larsen@dot.gov Tribal Coordinator & 

Safety Engineer

Federal Highway 

Administration

Bennie Lee bennie.lee@dot.ca.gov Associate Transportation 

Planner

Caltrans

Danielle Lippert danielle.logan@crihb.org Injury Prevention 

Coordinator

CRIHB

Dan Lopez DALopez@chp.ca.gov Sergeant California Highway Patrol

Kenneth Mammen kmammen@dot.state.nv.us Planning Administrator, 

Safety engineering

Nevada Dept. of 

Transportation

Randy Marrufo randy@stewartspoint.org Transportation Planner Stewarts Point Rancheria

Joseph Myers josephmyers@nijc.org Executive Director National Indian Justice 

Center

Raquelle Myers nijc@aol.com Staff Attorney National Indian Justice 

Center

Loren Norton roadsdirector@gmail.com Director hoopa tribal roads 

Aaron Oliver` roadsdirector@cahto.org Roads and Housing 

Director

Cahto Tribe of the 

Laytonville Rancheria 

Robert Peterson robert.peterson@dot.ca.gov Senior TE Caltrans

Michael Powes mpowers@chp.ca.gov Officer California Highway Patrol

Herb Quinn herbquinn@gmail.com Roads Coordinator Pit River Tribe

Craig Root croot@chp.ca.gov Lieutenant California Highway Patrol

Kathleen Sartorius kathleen.sartorius@dot.ca.gov Native American Liaison Caltrans

Joey Silvas Wylacki53@yahoo.com Project Management 

Coordinator

Pit River Tribe

Holly Sisneros holly.sisneros@cdph.ca.gov PedSafe Program 

Manager

CDPH

Joan Sollenberger joan.sollenberger@dot.c.agov Chief, Office of Strategic 

Development

Caltrans - Traffic 

Operations Div.

Crista Stewart cstewart@elk-valley.com Director of Grants Elk Valley Rancheria

Terry Supahan nrolfe@tolowa.com Consultant Supahan Consulting 

Group

Heidi Sykes heidi.sykes@dot.ca.gov Senior Tr Eng, CT Range- DOT
California Tribal Transportation Safety Summit

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A

Fawn Thompson fawn.thompson@dot.gov

Sandi Tripp stripp@karuk.us Director of Transportation Karuk Tribe

Arianna Valle arianna.valle@dot.gov Safety Engineer FHWA CA DIV

Mitchell Weiss mitchell.weiss@dot.ca.gov Deputy Director CTC

Steve Wilke steve.wilke@bia.gov District Chief BIA

Lily Wong Liy_wong@dot.ca.gov Sr. Transportation 

Engineer

Caltrans