Alaska Tribal Transportation

Safety Summit

Summit Report

December 1, 2010

Egan Convention Center Anchorage, Alaska

Prepared by Cambridge Systematics, Inc.

Pub #: FHWA-FLH-11-003
NOTICE

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The contents of this report reflect the views of the contractor who is responsible for the 

accuracy of the data presented herein. The contents do not necessarily reflect the 

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

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objective of this document.
Technical Report Documentation Page

1. Report No.

FHWA-FLH-11-003

2. Government Accession No.

 

3. Recipient’s Catalog No.

 

4. Title and Subtitle

Alaska Tribal Transportation Safety Summit Report

5. Report Date

January 2011

6. Performing Organization Code

7. Author(s)

Susan Herbel (Principal Investigator), Bernardo Kleiner

8. Performing Organization Report No.

9. Performing Organization Name and Address

Cambridge Systematics, Inc.

100 CambridgePark Drive, Suite 400

Cambridge, MA 02140

10. Work Unit No.

 

11. Contract or Grant No.

DTFH61-61-08-T-02601

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

December 1, 2010

14. Sponsoring Agency Code

 

15. Supplementary Notes

FHWA: Chimai Ngo and Craig Genzlinger

16. Abstract

This report documents the Alaska Tribal Transportation Safety Summit held December 1, 2010, in Anchorage,

Alaska. The Summit brought together the full range of interested parties to begin communication and 

cooperation toward the ultimate goal of reducing crash-related injuries and deaths within tribal communities. The Summit pursued that goal by identifying key tribal safety challenges and the resources (human, 

technical, material, and financial) available to address them, and by stimulating multidisciplinary collaboration among safety stakeholders. Specifically, the objectives of the Summit were:

1. Raise awareness about tribal transportation safety issues in Alaska;

2. Review data limitations to addressing tribal transportation safety; and

3. Identify and prioritize recommendations for collaborative action. 

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

17. Key Words

Alaska, transportation safety, tribal safety, Native 

Americans, rural villages

18. Distribution Statement

19. Security Classif. (of this report)

Unclassified

20. Security Classif. (of this page)

Unclassified

21. No of Pages

 18 

22. Price

 

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

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

Purpose of the Summit ................................................................................................................. 2

Summit Participants ..................................................................................................................... 3

Themes ......................................................................................................................................................... 4 s

Data-Driven Decisions ................................................................................................................. 4

Action .............................................................................................................................................. 7

Safety Culture ................................................................................................................................ 8

Summit Results ......................................................................................................................................... 10 s

Moving Forward ...................................................................................................................................... 12 d

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

Appendix B: Participants ..................................................................................................................... B-2 s
AlaskaTribal Transportation Safety Summit

1

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

Alaska is no exception to the trend. On average, someone dies 

every four and a half days on Alaska roadways, and every two 

hours, someone is injured. Over 20 percent of those fatalities are 

Native Americans. Transportation safety is further complicated 

in Alaska, particularly in rural villages, where daily transportation involves other modes such as snow machines, all-terrain 

vehicles (ATVs), pedestrians, boats, and planes. 

 Native 

Americans are between two and three times more likely to be 

killed in motor vehicle crashes than other citizens. The real figure 

is likely worse. Researchers and traffic safety experts agree Tribal 

roadway crash data is under reported. 

The Alaska Tribal Transportation Safety Summit held 

December 1, 2010 was an important step toward reducing traffic 

fatalities and injuries among tribal members. This document 

describes the Summit, focusing on the insights gained, lessons 

learned, and ideas for moving forward. 

Summit participants representing numerous tribes and villages 

attended the event, which was carried out through the collaborative efforts of the Federal Highway Administration (FHWA) 

Federal Lands Highway and Alaska Division Offices, Bureau of 

Indian Affairs (BIA), Alaska Tribal Technical Assistance Program 

(TTAP), Tanana Chiefs Conference, Kawerak Inc., Alaska 

Department of Transportation & Public Facilities (ADOT&PF), 

Alaska Injury Prevention Center (AIPC), Alaska Native Tribal 

Health Consortium (ANTHC), Alaska Office of Boating Safety,

Alaska State Legislature, Alaska State Troopers, and Federal 

Aviation Administration (FAA). 

 

1 Subramanian 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. 

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

1999-2004, DOT HS 809 956. May 2006. U.S. DOT, NHTSA.
Alaska Tribal Transportation Safety Summit

2

 Purpose of the Summit 

The Alaska Tribal Transportation Safety Summit brought together 

the full range of interested parties to begin communication and 

cooperation toward the ultimate goal of reducing transportationrelated injuries and deaths within tribal communities. The Summit

pursued that goal by identifying key tribal safety challenges and 

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

to address them, and by stimulating multidisciplinary collaboration among safety stakeholders. A detailed Summit agenda, 

listing all speakers and activities, is included in Appendix A. 

Specifically, the objectives of the Summit were: 

1. Raise awareness about tribal transportation safety issues in 

Alaska; 

2. Review data limitations to addressing tribal transportation 

safety; and 

3. Identify and prioritize recommendations for collaborative 

action. 

Topics built off results from the 7th Annual Alaska Tribal 

Transportation Symposium, held in April 2009, where discussion 

demonstrated the complexity of tribal transportation safety issues 

in Alaska. The 2010 Summit began with an overview of the multimodal transportation safety issues and challenges facing Alaska 

tribes and rural villages. A plenary panel included presentations 

on data-driven decision-making associated with the different 

modes of transportation. These presentations demonstrated for

participants the data used by different agencies to identify safety 

problems, how it is collected, and sources for additional 

information.

Polling exercises and facilitated discussion offered participants 

the opportunity to weigh in on safety issues; identify limitations 

to collecting and analyzing data, particularly for rural villages; 

and begin developing recommended actions for improving tribal 

transportation safety. 

The Summit is a first step. Follow-up within and among Alaska’s 

tribes in collaboration with local, state and Federal partners, as well 

as other safety stakeholders, is required for further progress.
AlaskaTribal Transportation Safety Summit

3

 Summit Participants 

An initial polling activity revealed several notable details about 

the roughly 90 Summit participants (a list of individual participants is included in Appendix B): 

• Over 80 percent represent tribal communities. The rest 

represent Federal, state, city/county, and nongovernment 

participants. 

• Almost half indicated less than 25 percent of their time is 

dedicated to safety (16 percent indicated none). Only 22 percent of participants are focused on safety full-time.

• Forty-one percent of participants did not identify with any of 

the 4Es of safety. A quarter represent education, one fifth 

represent emergency medical services (EMS), and the rest 

identified with engineering or enforcement. 

• Participants came from all around Alaska, with 37 percent 

from the Southwest/Aleutians Region, 21 percent from the 

Northern Slope/Northwest Region, 17 percent from the 

Southeast, 14 percent from the Interior, and 11 percent from 

the South Central Region. 

These results reflect the complex nature of tribal transportation 

safety in Alaska. A range of stakeholders recognize and are 

committed to the importance of safety. However, limited availability of focused safety personnel with the necessary skills and 

experience complicate efforts to implement effective safety initiatives. Coordinating tribal safety efforts in Alaska is further complicated by the size of the state, with interested stakeholders in 

every region.

Participant Time Dedicated to Safety

Participant Regions

Participant Representation

Participant Disciplines
Alaska Tribal Transportation Safety Summit

4

Themes

Dan Moreno, of the Tanana Chiefs Conference, and Bob Sparrow, 

of the FHWA Office of Federal Lands Highway, kicked off the 

Summit. Both speakers applauded participants’ willingness to 

come together and acknowledging this event as an important step 

in addressing transportation-related fatalities and injuries among 

Native Americans in Alaska. Toward that end, several key 

themes emerged from the Summit as recurring emphasis areas in 

presentations and discussions: data-driven decisions, action, and 

safety culture. 

 Data-Driven Decisions 

A plenary panel demonstrated the different types and sources of 

data and the importance of data-driven transportation safety 

planning and programming.

Lieutenant Craig MacDonald of the Alaska State Troopers 

explained how data collected by the Department of Public Safety 

(DPS) comes from tribal, village, and public safety officers, who in 

turn file reports with the local state troopers. Reports include 

who was involved, location, type of vehicle, etc. Data queries can 

be made through any trooper post, where they can mine the data 

from the files and share the results. DPS is implementing a new 

computer-aided design (CAD) system allowing better planning 

for communities. They are improving the system with new technology and better documentation so they can identify historically 

where the problems are. State troopers are also striving to 

improve coordination and collaboration with tribal and other 

local officers to improve the data reported to and available from 

the system. 

Lt. MacDonald provided some examples of the data including different breakdowns of aircraft incidents and motor vehicle accidents (MVA) in “C” Detachment ranging from fatalities and 

injuries to flight overdue and MVA property damage counts. He 

noted of the 493 incidents in “C” Detachment for 2009, the majority took place in an off road environment and required some form 

of public safety resources. 
Alaska Tribal Transportation Safety Summit

5

Cindy Cashen, Administrator of the Alaska Highway Safety 

Office at the DOT&PF, administers Federal funds to address safer 

driver behavior. Most of this funding is provided by the National 

Highway Traffic Safety Administration (NHTSA) through several 

different grant programs, all of which require strict accountability. Grant applications must address at least one of 13 safety performance measures. Two primary sources provide traffic crash 

data to support Federally funded projects. The Alaska Highway 

Safety Office is responsible for traffic fatality data and providing 

fatality data to NHTSA’s Fatality Analysis Reporting System 

(FARS). The Transportation Data Services Highway Data Office 

is responsible for the Highway Analysis System (HAS), which 

houses all other motor vehicle traffic crash and traffic injury data

for the DOT&PF. 

The Highway Safety Office also receives 50 percent of the court 

fines collected in four designated safety corridors which, in FY 

2012, amounts to $115,000. These funds are not subject to NHTSA 

requirements but grant applications must use data to demonstrate 

a problem in the community. Grant forms and other guidance are 

available on-line (http://www.dot.state.ak.us/stwdplng/

hwysafety/index.shtml) and Highway Safety Office personnel are 

available to help complete the documentation.

Jeff Jeffers, Assistant State Traffic & Safety Engineer at the 

DOT&PF, manages the state’s highway safety improvement program (HSIP), which is a FHWA-funded program mandated by 

Congress to address road safety. The HSIP is a data-driven program focused on reducing fatalities and serious injuries through

engineering improvements. Mr. Jeffers emphasized straying from 

that mission would make safety efforts less effective. He 

explained the HSIP process, which involves identifying potential 

project locations by the number and severity of crashes using five 

years of data; scoping, estimating, and ranking proposed projects; 

submitting projects for approval by FHWA; prioritizing projects 

based on fatal and serious injuries and benefit/cost analyses; and 

selected prioritized projects until funds are exhausted. 

Most villages are eligible for funding through The High-Risk 

Rural Roads Program, which is part of the HSIP. Mr. Jeffers 

encouraged communities to explore how their crashes are 

reported and to get crash reports into the crash data tracking 

system so they have a track record of crashes to support project 

applications. 

Typical HSIP Projects

• New turn lanes

• New or improved traffic signals

• Improve sight distance at 

intersections

• Intersection illumination and 

continuous illumination

• Two-way left turn lanes

• Closing median openings

• Pedestrian crossings and signals

• Shoulder guardrail and traversable 

roadsides

• Curve warning signs and delineators

• Rumble Strips – shoulder and 

centerline

• Protected left turns (Green Arrow) 

signalization

• Protective-Permissive left-turns 

(Flashing Yellow Arrow) signals

• Roundabouts

NHTSA Performance Measures

• Fatalities (actual)

• Fatality rate per 100M VMT

• Serious injuries

• Fatalities involving driver or motorcycle operator with .08 or above

• Unrestrained passenger vehicle 

occupant fatalities

• Speeding-related fatalities

• Motorcyclist fatalities

• Un-helmeted motorcyclist fatalities

• Drivers age 20 or younger involved 

in fatal crashes

• Pedestrian fatalities

• Percent observed belt use for 

passenger vehicles – front seat 

outboard occupants

• Seat belt citations issued during 

grant-funded enforcement activities

• Impaired driving arrests made during 

grant-funded enforcement activities
Alaska Tribal Transportation Safety Summit

6

Hillary Strayer, of the ANTHC Injury Prevention Program, introduced herself as a data “user” and described the various data 

sources available for safety planning and programming

In addition to the motor vehicle crash data available from the 

DOT&PF described above, the Alaska Injury Prevention Center 

(AIPC) offers summary statistics of motor vehicle crashes on 

paved roadways. 

Data on boating incidents is available through the Boating 

Accident Report Database (BARD), which includes self-reported 

noncommercial boating incidents, and the Marine Information for 

Safety and Law Enforcement (MISLE), which includes incidents 

involving United States Coast Guard (USCG) or USCG-certified 

vessels. 

Two Federal databases on aviation incidents are available to the 

public. The National Transportation Safety Board (NTSB) is the 

official site for aviation “accident” data and causes, and includes 

data from 1982 to present. Reports or data sets include incidents 

with death, serious injury, or substantial aircraft damage. The 

FAA database includes NTSB “accidents” and minor “incidents”

from 1987 to present and provides summaries in Excel or print 

full reports.

Ms. Strayer noted a good source of current data is often the media 

as they are reporting immediate events. Other sources for immediate information include law enforcement reports, and emergency room and clinic records.

The ANTHC EpiCenter can help track down data, either through 

on-line data queries, or direct requests to the appropriate agencies. 

Joe McCullough, of the Alaska Office of Boating Safety, closed the 

panel presentations describing the Alaska Boating Safety Act, 

passed in May 2000, which provides funding through gasoline 

fuel taxes and registration revenues and for a state-tailored 

boating safety program. Boating accidents must be reported if: a 

person dies or disappears (immediate); a person receives medical 

attention beyond first aid (within 48 hours); or if damage exceeds 

$500 (within 10 days). Reports are used for research purposes 

only, and are not public records. Mr. McCullough emphasized, 

regardless of program, the data available is only as good as the 

information entered. While fatality data is consistently reported, 

citizens must be better about reporting injury and damage crashes 

so decisions can be made based upon the most accurate data 

possible. 
Alaska Tribal Transportation Safety Summit

7

A participate polling exercise highlighted some of the limitations 

to collecting and analyzing data for tribal transportation safety. 

While 80 percent of participants responded their communities 

have hospitals/clinics that collect injury and fatality data, only 

slightly more than half have police departments collecting this 

data and less than 20 percent have a local government or tribal 

government office collecting injury and fatality data.

 Action 

As Lt. MacDonald noted, most safety incidents are preventable. 

Mike Hoffman, of the Association of Village Council Presidents 

(AVCP) acknowledged the many obstacles to getting the job 

done, but stressed the roadblocks can be removed by working 

together. Presentations and discussions throughout the Summit 

highlighted examples of agencies or groups taking action to 

improve safety and additional opportunities to get involved. 

Although faced with wildlife refuge restrictions and questions 

about maintenance and liability, AVCP has been involved in a 

concerted effort to put tripods up with GPS markings to help 

avoid people getting lost.

A number of villages have found trail markers do not require 

tremendous resources and are erecting the markers themselves. 

One method is to cut aspens, plant them in the ice, and wrap the 

them with color coded reflective tape, which is available in different colors for coding.

The Bethel region has four beacons that can be signed out and 

have proven to be an effective safe measure. A number of 

Summit participants expressed great interest in obtaining beacons. Lt. MacDonald explained the various types available to 

replace the outdated beacons that are no longer monitored, 

including locator and spot beacons.

Addressing a frequent mode of transportation for rural communities and villages, airports have been significantly improved over 

the last 15 years with only a few left that have not extended runways. Issues remain, including the fact that many of the planes in 

use date from the 1960s, and do not have modern safety equipment. 

Alaska was the last state to pass a boating safety law, but has now 

established an active partnership between the Department of 

Natural Resources (focusing on education), DPS (focusing on 

Community Injury/Fatality Data
Alaska Tribal Transportation Safety Summit

8

enforcement), and the Department of Motor Vehicles (focusing on 

registration). 

Also focusing on boating safety, the ANTHC Injury Prevention 

Program, with assistance from the Coast Guard and the Alaska 

Office of Boating Safety, distributed white “float coats” to 

whalers, who had resisted using the standard red and orange 

flotation gear. The white “float coats” were custom-made, using a 

color traditionally worn as camouflage, so the whalers were more 

willing to use the proven effective personal floatation devices 

(PFDs). 

The statewide SHSP provides one forum to promote tribal safety 

issues. The plan is going through an update and there is a number of opportunities to get involved, including a series of public 

forums starting in February 2011 and continuing through the 

spring.

Taking steps to improving crash data collection and reporting 

will open additional opportunities to apply for funding and 

implement safety improvement projects, such as those eligible 

through the High-Risk Rural Roads Program. 

Attending and participating in the Summit is one important 

action toward improving tribal transportation safety in Alaska. 

Continued action is essential to saving lives and reducing serious 

injuries.

 Safety Culture 

Inherent in the discussions about data-driven decisions and 

taking action is the notion of improving the safety culture among 

stakeholders. In his introduction, Mr. Moreno emphasized the 

end goal is to ensure our brothers, sisters, uncles, aunts, nieces,

nephews, etc., are safe. That goal needs to resonate from the 

individual level, through safer transportation behavior, to the 

community, state, and Federal levels, through improved safety 

programs and practices. 

Mr. McCullough demonstrated the need at the individual level 

for improved safety culture around boating safety. The numbers 

of boaters not wearing PFDs such as life jackets reflects the need 

for a change in individual mentality. Even though the majority of 

Alaska’s boating-related fatalities involve cold water immersion, 

some of the reasons cited for why 9 out of 10 males do not wear 

life jackets include: generations of fathers not wearing them, 
Alaska Tribal Transportation Safety Summit

9

seeing the “professionals” not wearing them, acceptance of 

drowning as inevitable, finding them uncomfortable to wear, and 

overconfidence in one’s swimming ability or ability to locate and 

don a life jacket in an emergency. Boating professionals, as 

respected boaters and role models, are in a position to lead the 

culture change around boating safety. Echoing Mr. Moreno’s 

opening comments, Mr. McCullough stressed the key is making 

this subject personal. 

Lt. MacDonald noted concerns begin on a local level and, in large 

part, need to be addressed on a local level. Where there is a fire 

or other disaster, the entire community comes out to fight the fire. 

But many communities are not coming out to fight the safety 

issues, such as finding community solutions to funding and 

installing trail markers. 

State programs are also moving toward a new culture of safety. 

Ms. Cashen introduced the statewide Strategic Highway Safety 

Plan (SHSP), which is an ongoing process providing a forum for 

safety stakeholders to work together to identify safety priorities 

and develop solutions rather than working in the traditional silos. 

Mr. Jeffers described how Alaska’s HSIP Manual encourages 

other parts of the department to adopt safety priorities and 

include safety features in other transportation projects, which will 

also make limited safety-specific funding go further.

Federal agencies participating in the Summit also committed to 

enhancing the safety culture and working toward improving 

safety for Alaska’s Native American communities and villages. 

Mr. Sparrow spoke for FHWA Associate Administrator John 

Baxter offering reflections on the Summit and expressing the 

support of the Office of Federal Lands Highway to improving 

tribal transportation safety. Other Federal Land Management 

Agencies were also encouraged to incorporate results from the 

Summit in their safety management systems (SMSs).

Through improved safety culture at the individual, community, 

state, and Federal levels it is possible make the necessary decisions and take the necessary actions to overcome challenges and 

barriers and improve tribal transportation safety in Alaska, 

thereby saving lives and reducing serious injuries. 
Alaska Tribal Transportation Safety Summit

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Summit Results

A series of polling questions reinforced the range of concerns and 

safety issues facing tribal communities. As shown below, while 

roadway safety was the leading concern among Summit participants, boating, pedestrian, and snow machine/ATV safety are 

also significant concerns. Air safety was identified slightly less 

but still a concern for over half the participants, while rail safety 

was limited to only a few. 

Impaired driving tops the list of specific safety issues. However, 

as demonstrated below, tribal communities face a number of 

safety issues across modes of transportation. 

Safety Issues

Safety Concerns
Alaska Tribal Transportation Safety Summit

11

A primary Summit objective was to develop coordinated 

approaches to help reduce fatalities and serious injuries on tribal

roadways. To achieve this, Summit participants discussed their 

experiences and offered potential opportunities to implement 

approaches for improving tribal traffic safety. The following recommendations were developed during facilitated discussion. 

• Explore different options for obtaining beacons, including different types (i.e., locator and spot beacons), and different 

funding sources (i.e., grants, bingo revenues, etc.). 

• Tribal councils should purchase life preservers and ice picks 

for individuals to borrow. (the Office of Boating Safety also 

has life jackets available to borrow) 

• Look for alternative approaches to fund search and rescue 

equipment, fuel, etc. Some villages have purchased 50 gallon 

drums with bingo revenues and stored them for emergency 

use only.

• Work at the local level to improve crash reporting and data 

collection.

• Federal, state, and regional agencies and organizations are 

encouraged to contact tribal leaders before visiting communities and villages to ensure a receptive audience. 

• Native American communities and villages are encouraged to 

reach out to the regional, state, and Federal agencies and 

organizations to get involved in different opportunities and to 

invite willing staff to visit and provide technical support. 

• Focus the Alaska Tribal-State-Federal Transportation Task 

Force on researching specific safety issues and providing a 

central clearinghouse of information for rural villages.

• Although funding formulas are part of statute and cannot easily be revised, the pending Reauthorization bill offers opportunity to express desires for the future.

• Develop community and village Safety Management systems 

(SMSs). 

• Raise tribal transportation safety priorities in Federal Land 

Management Agencies’ SMSs. 
Alaska Tribal Transportation Safety Summit

12

Moving Forward

Alaska is 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 a safety culture around 

data-driven decisions and action. 

Tribes, along with Federal, state, and local partners, are encouraged to begin implementing applicable recommendations immediately. Participants will inform the tribal elders, leaders, and 

other safety stakeholders in their communities and villages about 

the Summit results and recommendations.

The 9th Annual Alaska Tribal Transportation Symposium is being 

planned for the spring of 2011 and offers an occasion to further 

pursue recommendations developed during the Tribal 

Transportation Safety Summit. Other opportunities at the state 

and local level, such as SHSP stakeholder meetings and tribal 

gatherings, provide ideal forums for continuing to raise awareness of the safety issues facing Native American communities and 

the resources and strategies available for reducing fatalities and 

serious injuries on tribal roadways. 

More information about resources available from state, regional, 

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

Alaska TTAP: http://www.uaf.edu/attap; 

ADOT&PF: http://www.dot.state.ak.us; 

AIPC: http://www.alaska-ipc.org/;

ANTHC: http://www.anthc.org/chs/wp/injprev; 

Alaska Office of Boating Safety: 

http://www.alaskaboatingsafety.org/;

FHWA Office of Federal Lands Highway: 

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

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

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

NHTSA: http://www.nhtsa.dot.gov. 
Alaska Tribal Transportation Safety Summit

A-1

Appendix A: Agenda

DECEMBER 1, 2010

ALASKA TRIBAL TRANSPORTATION SAFETY SUMMIT AGENDA

OBJECTIVES

1. Raise awareness about tribal transportation safety issues in Alaska; 

2. Review data limitations to addressing tribal transportation safety; and

3. Identify and prioritize recommendations for collaborative action.

8:00 a.m. to 8:30 a.m. Invocation

Welcome & Introductions: Where We’ve Been and Where We’re Going

Daniel Moreno, Tanana Chiefs Conference

Robert Sparrow, FHWA Office of Federal Lands Highway

8:30 a.m. to 9:30 a.m. Safety and Alaska’s Modes of Transportation

Mike Hoffman, Association of Village Council Presidents

Joe McCullough, Alaska Office of Boating Safety 

9:30 a.m. to 10:00 a.m. Identifying and Summarizing Alaska Safety Issues

10:00 a.m. to 11:30 a.m. Data-Driven Decision-Making

Panel:

Lt Craig Macdonald, Alaska State Troopers 

Cindy Cashen, Alaska DOT&PF, Alaska Highway Safety Office 

Jeff Jeffers, Alaska DOT&PF, Traffic and Safety 

Hillary Strayer, Alaska Native Tribal Health Consortium

Joe McCullough, Alaska Office of Boating Safety 

11:30 a.m. to 12:30 p.m. LUNCH

12:30 p.m. to 1:00 p.m. Identifying Primary Data Limitations

1:00 p.m. to 4:00 p.m. Issues and Recommendations for Collaborative Action

Facilitated Discussion

4:00 p.m. to 4:30 p.m. Reflections

Robert Sparrow

Continuing the Dialogue & Next Steps

Daniel Moren
Alaska Tribal Transportation Safety Summit

B-1

Appendix B: Participants

Casimero Aceveda

John Aguek

Lizzie Alexie

Morris Alstrom

Donald Amaktoolik

Eleanor Amaktoolik

Norm Anderson

Moxie Andre Jr.

Dennis Andrew

John Andrew

Maragaret Andrew

Melvin Andrew

Patrick Andrew

Jennifer Anthony

Kelly Anungazuk

George A. Arkanakuak Sr.

Angela Arnold

Earnest Arnold

Rusa Baker

Julie Baltar

Ernest T. Barger Sr.

Bonita Barr

Susie Barr

Steve Becker

Franklin Benjamin

Billy Bernhstr

Jean Bland

Byron Bluehorse

Della Brouillette

Viola Burgess

Ben Burshia

Robin Campbell

Thomas Carl

Cindy Cashen

Caryn Chagluak

Joseph Chaliak

Jimmy Cogn

Julia Cooper

Clarence Daniel

Florence L Darling

William Dashkin Sr.

Roy H. David

Joseph Delgado

Shield Downey

David Dorris

Michael Douglas

Phillip Duffy

Machelle Edenshaw

David Eluska Sr.

Donald Fancher

Pete Field

Al Fletcher

Craig Genzlinger

Caroly George

Dennis Golodo

Randy Goodwin

Susan Green

Alexa Greene

Nathan Hadley Sr.

Marva J. Hatch

Susan Herbel

Charlyn Holter

Aaron Housl

Wilbur M. Howarth Sr.

Lisa Idell-Salsi

Wassillie Ilutsik

Steve Ivanoff

Delores Iyatuaguk

Edee Jackson

Mike A. Jackson

Nick Jackson

Charles S. James

Jeff Jeffers

Rondell Jimmie

Alexander Jockey

Jonathan John

Micheal Jones

Peter Julius

Kevin Keeler

James Kenezuroff

Todd Kennedy

Kyle Kitchel

Bernardo Kleiner

Annie Koderk

Maggie Komok

Terrence Koslouk

Rodney Kuagin

Dorothy B. Larson

Bob Laurie

Anna Lee

Nick E. Lekanoff

Ted Lekanof

Jonny Lind

Kamal Lindoff

Ruth Liskey

Victor Lord

Maggie M

Liza Mack

Scott Madisen

John Madros

Linda Mahlen

Catherine Mark

Wilson Manutoli

Joe McCullough

Rayette McGlashan

Brooke Merrell

Marie Messing

Cyrilene Mike

Kym Miller

Maggie Moses

Frankie B. Myomick

Chimai Ngo

Dennis Nickerson

Don Nickerson

Dawn Nickoli

Janess Nicolia

Alexander W. Nieore

Eli Nukapigak

Pauline Okitken

Cynthia Olanna

Aaron Oldmay

Glenna Parrish

Paul Passgakik

Tedor Pat

Jerry Peterson

Ben Phillip

Eric Phillip

Alec Phillips Jr.

Sally Phillips

George Sam

Jack A Savo

Greg Schertz

Debra Seetook

Dustin Semaken

Jarrett Semone

Josephine Shangin

Andy Shaugin

Theresa Shorty

Sandra Sims

Jon Smiley

Richard Smith

Rosanna Snigaroff

Steven Soenksen

Curtis Sommer

Phillis Spencer-Belz

Marilyn Staggs

Frank Standfor III

Randy Standifer

Albeita Stephan

Nicolai Steven

Gary Stevig

Hillary Strayer

Stanley Tecktoo

Fred Tu

Steffen Verdin

Robin Walagin

Lee Wallace

Shouviller Wassilie

Pauline Wassilly

Sam White

Brian Willard

Robert Williams

Gary Williams

Al Yatlin

Phillip Yupanik Sr.