www.TribalSafety.org

20170831
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page I 

EXECUTIVE SUMMARY

Transportation safety issues have long plagued Native American and Alaska Native populations. Motor vehicle 

crash statistics describe fatality rates that are higher among the Native American and Alaska Native populations 

than the overall population in many states. Motor vehicle crashes are among the leading causes of death for 

Native Americans and Alaska Natives. An estimated average of 535 Native American and Alaska Native fatalities 

due to motor vehicle related crashes were reported each year 2010-2014. Additional transportation related 

deaths are known to occur that are not captured in the available databases. 

Data from the Fatality Analysis Reporting System (FARS) showed 3,278 available fatality reports in Tribal areas 

from 2010-2014 despite known underreporting. An analysis of these fatality reports revealed several topics that 

are addressed in this National Tribal Transportation Safety Plan. The topics presented were selected by the Tribal 

Transportation Safety Management System Steering Committee after review of several data sources. Tribes are 

strongly encouraged to conduct a similar data analysis and customize a transportation safety plan that describes 

safety topics most applicable to the Tribe. 

The topics addressed in this plan are listed below. 

General Topics 

x Decision Making Process 

x Crash Data Availability and Limitations 

Emphasis Topics 

x Occupant Protection/Child Passenger Seats 

x Roadway Departure 

x Impaired Driving 

x Pedestrian Safety 

x Availability of Public Safety Services 

Additional Topics 

x Speed 

x Driver Distraction 

x Intersections 

x Young Drivers 

x Older Drivers 

x Off-road Transportation 

x Animal-Vehicle Crashes 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page II

TABLE OF CONTENTS

Executive Summary ......................................................................................................................................... I

Introduction .....................................................................................................................................................1 

Tribal Transportation Safety Management System Steering Committee ........................................................2 

 Mission, Vision, and Goal ..................................................................................................................2 

 About the Committee........................................................................................................................2 

Methodology and Supporting Data .................................................................................................................3 

General Topic: Decision Making Process .........................................................................................................4 

General Topic: Crash Data Availability and Limitations ...................................................................................5 

Emphasis Topics ...............................................................................................................................................5 

 Occupant Protection/Child Passenger Seats .....................................................................................6 

 Roadway Departure ..........................................................................................................................9 

 Impaired Driving ..............................................................................................................................12 

 Pedestrian Safety ............................................................................................................................13 

 Availability of Public Safety Services ...............................................................................................17 

Additional Topics ...........................................................................................................................................19 

 Speed ...............................................................................................................................................19 

 Driver Distraction ............................................................................................................................20 

 Intersections ....................................................................................................................................20 

 Young Drivers ..................................................................................................................................20 

 Older Drivers ...................................................................................................................................20 

 Off-road Transportation ..................................................................................................................21 

 Animal-Vehicle Crashes ...................................................................................................................22 

Funding programs ..........................................................................................................................................23 

Acronyms .......................................................................................................................................................... i 

Works Cited ..................................................................................................................................................... ii 

Appendix A. Data Analysis Methodology........................................................................................................ iii 

Appendix B. Crash Data Contributing Factors Analysis for Tribal Areas .......................................................... v 

Appendix C. Geographical Distribution of Fatalities ..................................................................................... xiii 

Cover photos courtesy of: Confederated Salish and Kootenai Tribes, Grand Traverse Band of Ottawa and Chippewa 

Indians, BIA Indian Highway Safety Program, Cross Timbers Consulting, LLC (Tom Edwards), and Red Plains 

Professional, Inc. (Dale Lewis). 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 1 

INTRODUCTION

A Strategic Transportation Safety Plan should identify problems 

and guide a collaborative effort toward addressing the high-risk 

attributes of transportation infrastructure, human behavior, and 

vehicles. The objective is to achieve the highest level of 

transportation safety by integrating the work of a variety of 

disciplines and agencies. These disciplines include leadership; 

research; data collection; planning, design, construction, 

operation, and maintenance of the transportation infrastructure; 

injury prevention and control; health education; and those 

disciplines involved in modifying transportation user behaviors. 

This Tribal Transportation Strategic Safety Plan offers an 

assessment of transportation safety needs in Tribal areas and 

provides Tribal Governments with strategies and resources that 

can be utilized in the pursuit of saving lives. The development 

and continual update of a Tribe-specific strategic transportation 

safety plan tailored to the experience and needs of each Tribe is 

strongly encouraged. As Tribes develop custom safety plans and 

other safety efforts, the details of this document may be useful 

for comparison to national trends, identifying strategies, or 

finding resources. Transportation safety plans developed by a 

Tribe should be the starting place for transitioning from planning 

to implementation - not this national plan. 

The Tribal Transportation Safety Management System Steering 

Committee developed this plan and anticipates future revisions 

periodically or when improved data becomes available. This 

safety plan and future updates will be published on the website 

www.TribalSafety.org. 

This document will also serve as the study required by Congress 

in the Fixing America’s Surface Transportation Act (FAST) 

Section 1117(c) and will inform the report to Congress required 

in the same section. 

General Topics

x Decision Making Process 

x Crash Data Availability and 

Limitations 

Emphasis Topics

x Occupant Protection/ 

Child Passenger Seats 

x Roadway Departure 

x Impaired Driving 

x Pedestrian Safety 

x Availability of Public Safety 

Services 

Additional Topics

x Speed 

x Driver Distraction 

x Intersections 

x Younger Drivers 

x Older Drivers 

x Off-Road Transportation 

x Animal-Vehicle Crashes 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 2 

TRIBAL TRANSPORTATION SAFETY MANAGEMENT SYSTEM STEERING COMMITTEE

MISSION

Facilitate implementation of effective transportation safety strategies to save lives while respecting Native 

American and Alaska Native values by fostering communication, collaboration, and cooperation. 

VISION

All transportation users arrive safely at their destinations. 

GOAL

To prevent and reduce fatalities and injuries associated with the use of Tribal transportation facilities. 

ABOUT THE COMMITTEE

The Tribal Transportation Safety Management System Steering Committee is a coalition of federal agencies and 

Tribal governments. The members of the committee represent programs that are designed to address 

transportation safety from multiple perspectives including enforcement, emergency medical services, education, 

and engineering. The following federal programs and Tribal governments are currently participating on the 

committee: 

x Northern Cheyenne Tribe Transportation Program 

x Pueblo of Zuni Roads Program 

x Karuk Tribe Roads Program 

x Central Council of the Tlingit and Haida Indian Tribes of Alaska 

x Cherokee Nation Transportation Program 

x Bureau of Indian Affairs (BIA) Division of Transportation 

x BIA Northwest Region Transportation 

x BIA Office of Justice Services Indian Highway Safety Program 

x Centers for Disease Control (CDC) 

x Federal Highway Administration (FHWA) Office of Safety 

x FHWA Resource Center 

x FHWA Tribal Transportation Program 

x Indian Health Service 

x National Highway Traffic Safety Administration (NHTSA) Region 6 

x Tribal Technical Assistance Program Centers 

Since 2015 the committee has met several times each year to coordinate and collaborate on programs, projects, 

and reports. This plan is a result of the committee’s efforts to develop a resource that could help facilitate the 

implementation of programs and projects that will improve transportation safety in Tribal areas. More 

information about the committee can be found at www.TribalSafety.org. 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 3 

METHODOLOGY AND SUPPORTING DATA

Motor vehicle crashes are the leading cause of death from unintentional injury for Native Americans and Alaska 

Natives ages 1 to 44 (CDC, n.d.). In some States, Native Americans are overrepresented in fatal crash rates by as 

much as 4 times the general population (Washington State, 2016), (New Mexico DOT, 2016). From the FARS data 

reported for 2010-2014, an average of 535 Native Americans and Alaska Natives are reported to have lost their 

lives in motor vehicle crashes each year. Also for 2010-2014 the FARS database includes 3,278 fatalities in areas 

where Tribal governments have the greatest influence on the engineering, enforcement, emergency medical 

services, and education. The methodology used to select applicable crash data is described in Appendix A. 

These statistics are likely understated due to misidentification of Native Americans and Alaska Natives in crash 

data and underreporting of crash data in Tribal areas (FHWA, Report to Congress: Tribal Governments & 

Transportation Safety Data, 2017). In addition, many Tribes rely on modes of travel other than motor vehicles and 

incident data is not available on such transportation incidents in a national database. 

The topics covered by this plan were selected by the Tribal Transportation Safety Management System Steering 

Committee. This selection was informed by the review of multiple sources of data including: 

Ɣ Safety plans developed by Tribes 

Ɣ NHTSA Fatality Analysis Reporting System (FARS) 

Ɣ CDC Web-based Injury Statistics Query and Reporting System (WISQARS) 

Ɣ State Strategic Highway Safety Plans (SHSP) with a Tribal emphasis 

Ɣ United States Geological Survey Protected Areas Database 

Ɣ United States Census Bureau American Community Survey 

Fatalities are the focus of this report because FARS only contains fatality reports and is the only nation-wide 

database containing detail on motor vehicle crashes. A detailed analysis of the FARS data is provided in Appendix B 

and summarized throughout the rest of this plan. Fatalities and injuries should be of the greatest concern when 

prioritizing safety projects and are the focus of performance measures in most federal safety programs.

Based on the data analysis conducted for this plan, several topics were identified that must be addressed at a 

national level to improve transportation safety in Tribal areas. These topics are organized in three categories: 

General Topics, Emphasis Topics, and Additional Topics. General topics provide a framework for planning and data 

improvement. Emphasis topics address the contributing factors with the greatest potential for safety improvement 

in Tribal areas. Finally, additional topics are problems that appear to be emerging issues or may be a primary 

concern for some Tribes but are not as prominent in the national data analysis. 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 4 

GENERAL TOPIC: DECISION MAKING PROCESS

Successful transportation safety programs usually follow a cyclical, strategic 

process (Figure 1) with these steps: 

1. Engage Stakeholders. Transportation safety can be influenced by a wide

variety of stakeholders. Valuable benefits are realized when 

transportation safety programs are established with cooperation from 

leadership, enforcement, engineering, emergency medical services, and 

education (or public outreach) in addition to input from the public. 

2. Plan - Assess needs, analyze data, and plan. Development of a

transportation safety plan is strongly encouraged. A safety plan can 

guide a committee’s actions, provide a tool for communication, and be a 

critical link to funding. The major steps of safety plan development 

include: 

x Identify Risk Factors. Using available incident history, determine the most significant human, 

roadway, vehicular, and environmental factors influencing transportation safety. The planning 

process should involve consideration of the available crash history, input from local safety 

practitioners, and an assessment of transportation safety needs. 

x Identify Countermeasures. Determine what strategies can be used to address identified risk 

factors. Evaluate available resources that can be utilized to implement these strategies. Prioritize 

projects, programs, and further study needs in the safety plan. Further studies that may be 

identified include: assessments of safety processes (crash data collection, emergency response, 

etc.), road safety audits, systemic safety studies, and road design alternatives analyses. 

3. Implement. Once a safety plan is complete, an effective transportation safety program will implement the

identified additional studies, projects, and activities. Implementation may involve integration into other 

planning processes, seeking resources, and coordination with other governments. 

4. Evaluate and Update. Throughout the implementation process an effective transportation safety

program will monitor the plan’s progress. When implementation of planned activities and projects has 

occurred or when new data is available stakeholders should reconvene and update the transportation 

safety plan. 

RESOURCES:

x FHWA, Strategic Transportation Safety Plan Toolkit for Tribal Governments: 

https://flh.fhwa.dot.gov/programs/ttp/safety/stsp-toolkit.htm 

x Highway Safety Improvement Program Manual, Planning: 

https://safety.fhwa.dot.gov/hsip/resources/fhwasa09029/sec3.cfm

x Systemic Approach to Safety: https://safety.fhwa.dot.gov/systemic/ 

x Examples of completed Tribal Safety Plans: www.TribalSafety.org 

x Crash Modification Factors Clearinghouse: 

http://www.cmfclearinghouse.org/resources_countermeasures.cfm 

x Manual for Selecting Safety Improvements on High Risk Rural Roads: 

https://safety.fhwa.dot.gov/hsip/hrrr/manual/ 

Figure 1. Decision Making Process
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 5 

GENERAL TOPIC: CRASH DATA AVAILABILITY AND LIMITATIONS

With some exceptions, the quality and availability of crash data in Tribal areas needs significant improvement. A 

report to Congress published in 2017 by the FHWA identified several barriers to the collection, sharing, and 

analysis of quality crash data in Tribal areas. Among the barriers identified in the report were resources, effective 

communication, Tribal sovereignty concerns, and data collection methods. 

The availability of quality crash data is vital to an understanding of the projects and programs that should be a 

priority in an effective safety program. For infrastructure-oriented safety decisions, roadway and traffic data are 

helpful to interpret crash data and identify opportunities for infrastructure-oriented safety treatments. Crash data 

is also valuable for acquiring funding from state and federal grants. 

Tribes are encouraged to conduct a traffic records assessment to ensure that methods being used to collect, share, 

and analyze crash data are providing optimal benefit to the Tribe. Traffic records assessments can also be an 

effective tool to establish communication with state and local safety partners. In addition, the development of a 

transportation safety plan should be initiated by an analysis of the available safety data. 

RESOURCES:

● Guide for Effective Tribal Crash Reporting, NCHRP 788 – This publication from the Transportation 

Research Board provides a self-assessment process that Tribes and States can use to assess crash data and 

develop an action plan if improvements are needed: 

http://www.trb.org/Publications/Blurbs/171540.aspx

● Model Minimum Uniform Crash Criteria: http://www.mmucctraining.us/ 

● NHTSA Traffic Records Resources: https://www.nhtsa.gov/research-data/traffic-records 

● FHWA, Report to Congress: Tribal Governments & Safety Data: 

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

● Washington Traffic Safety Commission, Tribal Traffic Safety Advisory Board, Video: Recording Our Past, 

Protecting Our Future: http://wtsc.wa.gov/programs-priorities/tribes/ or https://youtu.be/VDrTQNLH2-g 

EMPHASIS TOPICS

Five topics were identified as emphasis topics that can be addressed at a national level to improve transportation 

safety in Tribal areas. The Tribal Transportation Safety Management System Steering Committee selected these 

topics after review of several data sources. Emphasis topics address the contributing factors in crashes that have 

the greatest opportunity for transportation safety improvement in Tribal areas. The five emphasis topics are 

summarized in Table 1. Crashes often involve multiple contributing factors. As a result, many crashes overlap 

multiple emphasis topics. 

Topic Fatalities in Tribal Areas 

% of all Vehicle Fatalities 

in Tribal Areas 

Occupant Protection Devices Unused 1663 + 51% + 

Roadway Departure 2062 63% 

Impaired Driving 1318 40% 

Pedestrians 346 11% 

Availability of Public Safety Services 

44% of fatal crashes with greater than 1 hour elapsed from 

Emergency Medical Service (EMS) notification to arrival at hospital 

 Table 1. Data summary for emphasis topics 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 6 

EMPHASIS TOPIC - OCCUPANT PROTECTION/CHILD PASSENGER SEATS

Occupant protection devices 

include seat belts, child safety 

seats, helmets, airbags, and 

other vehicle design features. 

These devices are designed to 

prevent or significantly reduce 

the severity of injuries when a 

crash occurs. Drivers and 

vehicle occupants can lessen 

the consequences of a 

potential crash by simply 

choosing to buckle up. Many 

Tribes and States identify 

occupant protection as an 

emphasis topic in a 

transportation safety plan. 

Seat belts are underutilized 

in many Tribal areas. A 

national survey conducted by the BIA Indian Highway Safety Program in 2016 concluded that seatbelt usage in 

Tribal areas averaged 77.7% while the nationwide rate is much higher at 90.1% (NHTSA, 2016). As shown in Figure 

2, seatbelt usage trends have been consistently lower in Tribal areas when compared to estimates for the entire 

United States. Some Tribes identified seat belt usage rates as low as 62% in their safety plans. Fortunately, usage 

rates have been trending upward. 

The underutilization of occupant protection devices 

contributed to at least 1,494 fatalities from 2010-2014 in 

Tribal areas where a vehicle occupant was unrestrained. 

During this time, another 332 fatalities occurred where it is 

unknown if the individual was restrained or not. 

Unrestrained vehicle occupants represent more than half 

of the vehicle fatalities in Tribal areas. 

Although child safety seat use rates for American Indian and Alaska Native communities vary greatly, rates are 

generally much lower than the overall population (CDC, n.d.). From 2010-2014 the reported data shows fifty-nine 

fatalities of vehicle occupants ages four and younger. Among these children only 25% were reported to have been 

restrained in some fashion. 

Motorcycle riders represent 8% of the fatal motor vehicle crash data in Tribal areas which is low compared to 14% 

of all United States motor vehicle fatality data. A total of 257 motorcycle rider fatalities were reported on 

roadways in Tribal areas from 2010-2014. Head trauma is the most significant risk for motorcycle riders when 

involved in a crash although they are exposed to a variety of potentially lethal risks during a crash. In seven out of 

ten of motorcycle fatalities the rider was not wearing a helmet. Additional fatalities likely occurred off-road on 

motorcycle, all-terrain vehicles, and snow machine trails in Tribal areas. The FARS data that was reviewed only 

contains reported fatalities on public roadways. 

Figure 2. Seatbelt usage trends 

Data Source: NHTSA, 2016 Safety Belt Use Estimate for the Indian Nations 

and NHTSA Traffic Safety Facts, Seat Belt Use in 2016-Overall Results 

Unrestrained vehicle 

occupants represent more 

than half of the fatalities in 

Tribal areas
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 7 

STRATEGIES:

Tribal Governments can: 

x Establish and enforce primary seat belt and helmet 

use laws. 

x Ensure strong restraint laws for child passengers. 

x Establish inspection stations for seat belts and child 

safety seats. 

x Educate drivers and youth (see Figure 3): 

o Use a car seat, booster seat, or seat belt on 

every trip, no matter how short. 

o Buckle up the right way. 

o The lap belt goes across the hips, below the 

stomach. 

o The shoulder belt goes across the middle of 

the chest and over the shoulder. 

o Never put the shoulder belt behind your back 

or under your arm. 

o Wear seat belts even when the car or truck has 

air bags. Air bags are made to work with seat 

belts, not by themselves. 

o Never ride in the bed of a truck. 

o Never use a seat belt to buckle more than one 

person at a time. 

o Wear seat belts throughout pregnancy. 

o Use seat belt extenders if the seat belt is too 

small. 

o Find the right car seat or booster seat for a 

child’s age, height, and weight (See Figure 4). 

o Buckle older children in a booster seat until the 

seat belt fits them properly. Seat belts fit 

properly when the lap belt lays across the upper thighs (not the stomach) and the shoulder belt lays 

across the chest (not the neck). 

o Get help installing a car or booster seat from a certified child passenger safety technician. 

o Properly buckle children in the back seat. The back seat is safest for children. 

o Never place a rear-facing car seat in front of an airbag. Airbags can injure or kill small children riding 

in the front seat. 

o Do not use traditional baby carriers (such as cradleboards) in place of a car seat. Traditional carriers 

do not keep children safe in cars or trucks. 

Law Enforcement Can: 

x Conduct short-term, high-visibility enforcement for child-passenger safety seats and seatbelts. 

x Combine seat belt, impairment, and nighttime enforcement efforts. 

x Maintain strong enforcement efforts. 

x Work with law enforcement association committees. 

Figure 3. Educational materials developed by the Tribal Traffic 

Safety Advisory board of the Washington Traffic Safety 

Commission
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 8 

x Enforce helmet laws. 

x Coordinate enforcement efforts with education campaigns. 

x Coordinate with Tribal council to ensure leadership support of enforcement campaigns. 

RESOURCES:

x CDC, Roadway to Safer Tribal Communities Toolkit: http://www.cdc.gov/motorvehiclesafety/native

x NHTSA, Countermeasures that Work: https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/812202-

countermeasuresthatwork8th.pdf

x IACP, Highway Safety Committee: http://www.theiacp.org/Highway-Safety-Committe 

x IACP, Indian Country Law Enforcement Section: http://www.theiacp.org/Indian-Country-LawEnforcement-Section 

x IHS, Safe Native American Passengers: 

https://www.ihs.gov/MedicalPrograms/InjuryPrevention/index.cfm?module=toolbox&option=snap 

x IHS, Child Passenger Safety Program: 

https://www.ihs.gov/MedicalPrograms/InjuryPrevention/index.cfm?module=toolbox&option=ride 

Figure 4. Seventy-five percent of child fatalities were not using a child passenger seat 

Photo courtesy of the BIA Indian Highway Safety Program 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 9 

EMPHASIS TOPIC - ROADWAY DEPARTURE

From 2010-2014, roadway departure was a factor in crashes that resulted in at least 2,062 reported fatalities on 

roads in Tribal areas. This represents 63% of all reported motor vehicle fatalities in Tribal areas. Many Tribes and 

states identify roadway departure as an emphasis area in transportation safety plans. A roadway departure crash 

occurs when a vehicle leaves the traveled way resulting in a crash. Roadway departure crashes were identified 

when the first event in the crash was reported to be: impact with guardrail, impact with a fixed object (tree, utility 

pole, boulder, building, ditch, fence, etc.), ran off roadway, crossed median, crossed centerline, airborne vehicle, 

or re-entering the roadway. 

Often crashes result from many combinations of factors. This emphasis topic focuses on strategies to address 

roadway departure only and does not address the behavioral factors, such as impaired and distracted driving, 

which often lead to road departure. For example, 44% of roadway departure fatalities are estimated to involve an 

impaired driver with a least a 0.08 BAC. 

Some roadway departure crashes resulted in an object being hit. Figure 6 describes the most harmful event 

impacted in roadway departure fatalities in Tribal areas. This information reinforces the need to ensure the use of 

crashworthy roadside hardware (barriers, posts, and poles). This also highlights the advantages of providing a 

roadside that is recoverable and free of obstacles such as trees, hazardous fences, culvert ends, and other fixed 

objects. 

Most roadway departure fatalities (71%) involve only one vehicle. Nine in ten roadway departure fatalities occur in 

rural areas with a significant portion, 47%, occurring on minor collector or lower classification rural roadways. 

Traffic volumes are typically lower at night, yet 43% of roadway departure crashes occur in the dark and 6% during 

dusk or dawn. Weather does not seem to play a significant role. Atmospheric conditions are clear or cloudy in 89% 

of roadway departure fatalities. Similarly, the road surface was reported to be dry for 83% of fatalities. 

Figure 5. One third of roadway departure fatalities in Tribal areas occurred in a horizontal curve. 

Photo near the Native Village of Minto shows a visual trap that could lead a driver to miss the curve. 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 10 

Roadway alignment is an important contributing factor to consider in roadway departure crashes. Thirty-five 

percent of roadway departure fatalities in Tribal areas occurred in a horizontal curve – a curve to the right or left 

(such as the curves to the left shown in Figures 5 and 7). This fact is significant because curved sections comprise a 

small portion of most road networks. At a national level roadway departure in curves is also a significant 

transportation safety issue. More than 25% of fatal crashes in the whole United States occur in curves with most 

of those crashes involving roadway departure. The average crash rate for horizontal curves is about three times 

that of other types of highway segments (FHWA, 2016). 

STRATEGIES:

The strategies for roadway departure 

can generally be simplified in three 

categories: (1) Keep vehicles on the 

roadway, in their appropriate 

directional lane; (2) Reduce the 

potential for crashes when vehicles 

do leave the roadway or cross into 

opposing traffic lanes (provide for 

safe recovery); and (3) Minimize the 

severity of crashes that do occur. 

x Keep vehicles on the 

roadway 

o Address behavioral 

topics (impairment, 

distraction, etc.) that 

can lead to road 

departure as discussed

elsewhere in this plan. Figure 7. Before (top) and after (bottom) pavement marking maintenance by the RenoSparks Indian Colony

Photo courtesy of Scott H. Carey, Reno-Sparks Indian Colony 

Figure 6. Most harmful event in roadway departure fatalities 

Data source: 2010-2014 FARS Data 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 11 

o Ensure appropriate warning signs. 

o Enhanced warning signs, especially in locations where crashes frequently occur or applied 

systemically to address high-risk factors. 

o Use road surface friction treatments in spot locations such as curves, ramps and intersections with 

limited sight distance at approaches. 

o Provide a shoulder to allow errant vehicles to safely return to the travel lane. 

o Provide edge and shoulder rumble strips or stripes. 

o Install and maintain pavement markings (see Figure 7). 

o Install post mounted delineators. 

o Maintain the roadway surface so that it can be safely traversed at the design speed. 

o Avoid hillcrests and horizontal curves (curves to the left or right) at the same location. 

o Ensure visibility of signs at night by implementing a sign management method recommended in the 

Manual on Uniform Traffic Control Devices (MUTCD). 

x Provide for safety recovery 

o Provide clear zones free of hazardous 

roadside objects (See Figure 8). 

o Flatten roadside slopes so they are 

traversable. 

o Use Safety Edge on paving projects for 

safe re-entry of errant vehicles back on 

the travel way. 

x Minimize crash severity 

o Install barriers, breakaway poles, 

crashworthy sign supports, or other 

crashworthy devices when hazards 

cannot be removed or relocated. 

o Update guardrail that does not meet a 

recent crashworthiness standard such 

as MASH or NCHRP Report 350. 

o Delineate hazards that cannot be 

removed, replaced, or shielded with barrier. 

x Conduct a systemic safety study of roadway departure crashes to prioritize low cost strategies that 

mitigate the consequences of leaving the roadway. 

RESOURCES: 

x FHWA, Roadway Departure Safety: https://safety.fhwa.dot.gov/roadway_dept/ 

x Low Cost Treatments for Horizontal Curve Safety: 

https://safety.fhwa.dot.gov/roadway_dept/countermeasures/horicurves/fhwasa15084/

x Roadside Design Guide: https://bookstore.transportation.org/collection_detail.aspx?ID=105

x Night time sign visibility: 

https://safety.fhwa.dot.gov/roadway_dept/night_visib/policy_guide/sign_15mins/

x MUTCD 2A.08 Retroreflectivity: https://mutcd.fhwa.dot.gov/htm/2009/part2/part2a.htm 

x MUTCD 2A.15 Enhanced Conspicuity for Standard Signs: 

https://mutcd.fhwa.dot.gov/htm/2009/part2/part2a.htm

x MUTCD 2C.06 Horizontal Alignment Warning Signs: 

https://mutcd.fhwa.dot.gov/htm/2009/part2/part2c.htm

Figure 8. Hazardous roadside object identified through a systemic safety 

study. 

Photo courtesy of the Confederated Salish and Kootenai Tribes 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 12 

EMPHASIS TOPIC - IMPAIRED DRIVING

An estimated 1,318 motor vehicle fatalities in Tribal areas from 2010-2014 involved an impaired driver. Among 

these fatalities are 1,168 involving a driver with a blood-alcohol concentration (BAC) of 0.08 and another 150 

fatalities involving a driver with BAC between 0.01 and 0.07. For tribal areas, 40% of fatalities involved a driver 

impaired by alcohol with a BAC of at least 0.01. In comparison, 36% of fatal crashes during 2010-2014 in the United 

States overall are reported to involve a driver impaired by alcohol with a BAC of at least 0.01 (NHTSA, 2015). 

Nationally, use of drugs other than alcohol (e.g., marijuana and cocaine) are identified in about 18% of motor 

vehicle driver deaths in the United States but test results were only available for 66% of cases in the studied crash 

data (NHTSA, 2010). Data on the involvement of drugs in fatal crashes in Tribal areas is not available. Anecdotally, 

if drug abuse is a factor then alcohol is typically also involved. Police officers often do not test for drug levels if 

alcohol impairment is also a factor. In addition, there are a wide variety of drugs and many require special 

equipment or a unique test to identify the suspected drug. Not all police departments are equipped with the 

necessary training, equipment, and tests to cover all controlled substances. Despite the unavailability of data, Law 

Enforcement officers often discuss the involvement of controlled substances as a growing problem on reservations 

based on their experience. 

STRATEGIES:

Tribal Governments can: 

x Establish and fully enforce existing laws that address the prevention of impaired driving. These include: 

o Blood Alcohol Concentration (BAC) of .08 limit laws; 

o Minimum legal drinking age laws; 

o Zero tolerance laws for drivers younger than 21 years old; and 

o Drug impaired driving. 

x Authorize sobriety checkpoints. Checkpoints can reduce alcoholrelated crash deaths by 9 percent. 

x Require ignition interlock use for people convicted of drinking and 

driving, starting with their first offense. 

x Restrict nighttime driving for teens to no later than 10 p.m. for at least 

the first 6 months of licensed driving. 

x Restrict new drivers to no more than one passenger during the first 6 

months of licensed driving. 

x Ensure that alternatives to driving and walking are available for those 

leaving drinking establishments. 

x Explore Community Guide supported strategies that may lead to a 

reduction in binge drinking. 

Local health professionals can: 

x Conduct screening and brief interventions for risky behaviors, such as 

using alcohol and drugs, and driving while impaired. 

x Educate patients about the dangers of drinking and driving. 

x Assess prescription drug controls using the guidelines provided in the National Safety Council publication 

“Prescription Nation: Addressing America's Drug Epidemic” (http://www.nsc.org/learn/NSCInitiatives/Pages/Prescription-Nation-White-Paper.aspx). 

Figure 9. Oklahoma Highway Patrol 

Troopers Conduct Sobriety Checkpoints 

at the request of Caddo Nation Injury 

Prevention. 

Photo Courtesy of Antoinette Short 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 13 

Law Enforcement can: 

x Combine seat belt, impairment, and nighttime enforcement efforts. 

x Publicize sobriety checkpoint programs. 

x Conduct sobriety checkpoints (See Figure 9). 

x Maintain strong enforcement efforts. 

x Coordinate enforcement efforts with education campaigns. 

x Coordinate with Tribal council to ensure leadership support of enforcement campaigns. 

x Ensure police officers are adequately trained to identify and test alcohol and drug impaired drivers. 

RESOURCES:

x CDC Roadway to Safer Tribal Communities Toolkit: http://www.cdc.gov/motorvehiclesafety/native

x CDC Impaired Driving: http://www.cdc.gov/motorvehiclesafety/impaired_driving

x NHTSA, Countermeasures that Work: https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/812202-

countermeasuresthatwork8th.pdf 

x CDC Community Guide, Motor Vehicle Injuries, https://www.thecommunityguide.org/topic/motorvehicle-injury 

x National Safety Council, Prescription Nation: Addressing America’s Drug Epidemic, 

http://www.nsc.org/learn/NSC-Initiatives/Pages/Prescription-Nation-White-Paper.aspx 

EMPHASIS TOPIC - PEDESTRIAN SAFETY

An average of 69 lives were lost each year (2010-2014) in Tribal areas when a pedestrian was struck by a vehicle. 

This represents 11% of the fatal crashes in Tribal areas. Many safety plans developed by Tribes and states identify 

pedestrian safety needs. A significant portion of the applications submitted to the Tribal Transportation Program 

Safety Fund have requested funding to improve pedestrian infrastructure. 

Consistent with national statistics, the overwhelming majority of pedestrian fatalities do not occur at an 

intersection, are most frequent in the evening after 5p.m., and occur in dark conditions where no lighting exists. 

Three out of every four pedestrian fatalities in Tribal areas occurs during dark conditions. 

Figure 10. Location of pedestrian crashes 

Data source: 2010-2014 FARS 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 14 

In Tribal areas, most pedestrian fatalities occurred in rural areas with 23% located on urban roads. The location of 

pedestrians with respect to the roadway at time of impact is described in Figure 10. The majority (77%) of 

pedestrian fatalities in both rural and urban Tribal areas occurred when a pedestrian was walking in or along the 

roadway, not at an intersection, and not in a marked crosswalk. Further study is necessary to identify if these 

individuals are crossing, walking within the roadway, or walking along the road at the time of the crash. Only 6% of 

the pedestrian fatalities in Tribal areas were reported to have occurred at an intersection. 

Pedestrian fatalities in Tribal areas are overwhelmingly (74%) males, with the largest age group being 21-30 years 

of age as shown in Figure 11. A significant portion (at least 43%) of pedestrian fatalities in Tribal areas involved a 

pedestrian who had consumed alcohol. This is a low estimate since 30% of pedestrian fatality reports did not 

report an alcohol result. 

Native Americans and Alaska Natives experienced fatal pedestrian crash rates more than 3.5 times greater than 

other portions of the population in overall fatality data for the United States from 2005-2014 (Smart Growth 

America and National Complete Streets Coalition, 2016). An average of 98 Native Americans and Alaska Natives 

pedestrian fatalities occurred each year according to the overall United States FARS data from 2010-2014. Some of 

the behavioral strategies identified for Tribal areas may also help address Native American and Alaska Native 

pedestrian fatalities outside of Tribal areas. Additional detail on all Native American and Alaska Native fatalities 

both on and off Tribal areas can be found in the FHWA research report “Pedestrian Safety in Native America” 

(http://www.pedbikeinfo.org/data/library/details.cfm?id=2103). 

Although not the focus of this emphasis area, many pedestrian improvements also have benefits for bicyclists. For 

reported fatal crashes on reservations, an average of five bicyclist fatalities occurred each year 2010-2014. 

STRATEGIES: 

Ensure that alternatives to driving and walking are available for those leaving bars and other locations where 

alcohol is being served. 

Provide safe infrastructure for walking: 

x Provide separated pathways (see example in Figure 12) or sidewalks in areas frequently used by 

pedestrians. 

Figure 11. Age and gender of fatally injured pedestrians 

Data source: 2010-2014 FARS 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 15 

x When appropriate, provide pathways between origins and destinations independent of the road network 

that decrease pedestrian activity along roadways. 

x Where pedestrian activity occurs along a roadway, provide roadway lighting. 

x Mitigate obstacles such as bridges, culverts, steep embankments, snow storage, and utility apparatuses 

that may force pedestrians into the roadway. 

Minimize exposure for pedestrians crossing roadways: 

● Shorten crossing distance with “bulb out” extensions of the curb & mid-crossing refuge islands. 

● At stoplights with pedestrian signals, provide time for the pedestrian walk indication before conflicting 

signals turn green. 

● Remove sight distance obstacles that can hide pedestrians from a driver’s view. 

● Implement road diets where feasible to allow for refuge islands and eliminate the need for pedestrians to 

cross multiple lanes. 

Educate Pedestrians: 

x Walk on a sidewalk or path when one is available. 

x If no sidewalk or path, walk on the shoulder, facing traffic. Stay alert. 

x Avoid distractions that take eyes and ears off the surroundings. 

x Be cautious. Never assume a driver sees you. Make eye contact with a driver before entering the travel 

lane. 

x Be predictable. Cross streets at crosswalks or intersections when possible. This is where drivers expect 

and can see pedestrians. 

x Be seen. Wear bright clothing during the day, and wear reflective materials or use a flashlight at night (See 

Figure 13). 

x Avoid alcohol and drugs when walking; they impair your judgment and coordination. 

 

Figure 12. Separated Pathway, Citizen Potawatomi Nation, Oklahoma 

Photo courtesy of Tom Edwards, Cross Timbers Consulting, LLC 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 16 

Educate Drivers: 

x Look for pedestrians everywhere. 

x Never pass vehicles stopped at a crosswalk. They may be stopped to allow pedestrians to cross the street. 

x Never drive under the influence of alcohol and/or drugs. 

x Follow the speed limit; slow down around pedestrians. 

x Stay focused and slow down where children are likely to be present, like school zones and neighborhoods. 

RESOURCES:

x FHWA Pedestrian and Bicycle Safety: https://safety.fhwa.dot.gov/ped_bike/

x CDC Motor Vehicle Safety – Pedestrians: 

https://www.cdc.gov/motorvehiclesafety/pedestrian_safety/index.html

x NHTSA, Countermeasures that Work: https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/812202-

countermeasuresthatwork8th.pdf

x NHTSA, Everyone is a Pedestrian: www.nhtsa.gov/nhtsa/everyoneisapedestrian/ 

 

Figure 13. Educate pedestrians to be seen. Wear bright clothing during the day and reflective materials or use a flashlight at night. 

Photo courtesy of BIA Indian Highway Safety Program 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 17 

EMPHASIS TOPIC - AVAILABILITY OF 

PUBLIC SAFETY SERVICES

Many Tribal areas are rural with public safety services 

covering vast areas using limited resources. In 

addition, the remoteness of these locations requires 

individuals to make long commutes for employment, 

health services, education, and supplies. When a crash 

occurs in a remote Tribal area response times can be 

very long for police, emergency medical services, 

towing services, and fire and rescue crews. In addition, 

trauma centers can be a great distance away. 

Training for officers in rural Tribal areas can be difficult 

to obtain. In some cases, enforcement officers do not 

have basic medical training and must wait with a victim 

until trained emergency medical personnel arrive. 

Training on basic roadway safety and efficient incident 

scene management techniques can also be needed. 

Medical professionals describe a “golden hour” as the 

ideal timeframe in which to bring a severely injured 

individual to an appropriate physician. Emergency 

Medical Services (EMS) response times were only 

available for about one-third of the crash data 

examined. The available data shows that 44% of the 

fatal crashes in Tribal areas from 2010-2014 involved 

greater than one hour elapsed from the time EMS was 

notified until arrival at a medical treatment facility. 

For comparison, overall U.S. fatality data from 2010-

2014 shows that 23% of fatalities in the United States 

occurred after at least one hour had elapsed between 

EMS notification and arrival at a medical treatment 

facility. The charts in Figure 14 provide additional 

detail about EMS response times. 

Several of the safety plans developed by Tribes identify 

the need for increased resources for public safety 

services. Some Tribes are pursuing projects to improve 

emergency response time by updating 911 systems, 

improving street and address signage, creating 

helicopter landing pads, and mitigating obstacles that 

impact emergency response time. 

Figure 14. Comparison of EMS response times for Tribal areas and the rest of the USA 

Source: 2010-2014 FARS Data 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 18 

STRATEGIES: 

x Provide basic medical training for volunteer community members who can respond to emergencies. The 

Community Emergency Response Teams program and the American Red Cross training are two options. 

x Work with professional law enforcement associations that develop medical training and strategies such as 

the International Association of Chiefs of Police (IACP) Police Physicians Section. 

x Provide first responders with incident management training to ensure safety and efficient crash scenes. 

x Assess emergency notification, dispatch, communication, and response procedures to identify 

optimization needs. 

x Collect incident management performance measure data. 

x Address gaps in coverage for emergency communication systems. 

x Train law enforcement in basic medical response. 

x Ensure that EMS providers are using appropriately structured patient evaluations to provide the needed 

level and speed of care. 

x Assess and identify the need for landing sites for medical transport helicopters (See Figure 15). 

x Install and maintain emergency notification call boxes. 

x Retain qualified staff at local health clinic 

RESOURCES:

x Community Emergency Response Team (CERT) Program: https://www.fema.gov/community-emergencyresponse-teams

x American Red Cross Training: http://www.redcross.org/take-a-class 

x IACP, Physicians Section: http://www.theiacp.org/Police-Physicians-Section 

x Using Data to Improve Traffic Incident Management: 

https://www.fhwa.dot.gov/innovation/everydaycounts/edc_4/timdata.cfm 

x Traffic Incident Management Responder Training: 

https://www.fhwa.dot.gov/innovation/everydaycounts/edc-2/tim.cfm 

x U.S. Department of Homeland Security, Federal Law Enforcement Training Centers: 

https://www.fletc.gov/ 

Figure 15. An air ambulance lands at a crash scene near Pawnee Nation 

Photo courtesy of Chris McCray, Pawnee Nation 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 19 

ADDITIONAL TOPICS

The following topics were identified by the Safety Management System Steering Committee as topics that are 

either emerging issues or topics that are likely of interest to some Tribes but are not as prominent at the national 

level. These selections were based on the analyzed data sources and committee members’ knowledge. 

Table 2. Data summary for Additional topics 

Topic Fatalities in Tribal Areas 

Percent of All Fatalities in Tribal 

Areas 

Speed 1018 31% 

Driver Distraction Indeterminate 

Intersections 485 15% 

Young Drivers (Age 15-22) 424 13% 

Older Drivers (Age 65+) 443 13% 

Off-Road Transportation Indeterminate 

Animal-Vehicle Crashes 32 1% 

SPEED

Speed is reported as a contributing factor in 1,018 fatalities (36%) in Tribal areas from 2010 to 2014. Speed related 

crashes represent both crashes where a vehicle was exceeding the posted speed limit as well as those cases where 

police reported that a vehicle’s speed was unsafe for road, weather, traffic or other environmental conditions at 

the time. The national percentage of speed related crashes is slightly lower at 31% for the same period. 

The data from Tribal areas indicates that just over one-third of the speed related fatalities were due to traveling 

too fast for conditions. Another one-third of the speed related crashes were due to exceeding the posted speed 

limit. One in four speed related fatalities involved vehicles racing. The remaining speed involved crashes did not 

have the specifics reported. 

Victims of fatal speed related crashes in Tribal areas were less likely to be using occupant protection devices 

(Restraints were not used by fatally injured victims in 57% speed cases vs. 51% overall for Tribal Areas). Speed 

related fatalities involved an impaired driver for at least 60% of cases in Tribal areas. These facts suggest that 

drivers who participate in one risky behavior are more apt to also participate in other risky behaviors. 

RESOURCES:

x NHTSA, Countermeasures that Work: https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/812202-

countermeasuresthatwork8th.pdf

x ITE, Traffic Calming Guide: http://www.ite.org/traffic/ 

x FHWA, Speed Management Safety: https://safety.fhwa.dot.gov/speedmgt/ 

x FHWA, Methods and Practices for Setting Speed Limits: 

https://safety.fhwa.dot.gov/speedmgt/ref_mats/fhwasa12004/ 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 20 

DRIVER DISTRACTION

Driver distraction was a factor in nearly 3,500 fatalities in the United States in 2015. There are many sources of 

distraction including talking or texting on a phone, eating or drinking, talking to passengers, and any other activity 

that takes a driver’s attention from the task of driving. Data currently available on distracted driving crashes is not 

clear for Tribal areas. However, this is an emerging issue that should be considered in the safety planning process. 

Policies, laws, enforcement, and educational efforts can all help to reduce distracted driving. 

RESOURCES:

x NHTSA, Distracted Driving: Distraction.gov

INTERSECTIONS

About fifteen percent of motor vehicle fatalities in Tribal areas from 2010-2014 were intersection related. This 

statistic is low in contrast to national data which consistently shows up to 23 percent of fatal crashes occur at 

intersections (FHWA, Intersection Safety, 2017). Despite the national statistics being low for reservations, 

intersection safety is highlighted as a major concern in some safety plans developed by Tribes. Some Tribes report 

very high numbers of serious crashes occurring at specific intersections in the Tribal area. So, while addressing 

intersections may not be a top priority at a national level some Tribes should pursue safety improvements at 

problem intersections starting by describing these problem locations in a transportation safety plan. 

RESOURCES:

x Institute of Transportation Engineers, Unsignalized Intersection Improvement Guide: www.ite.org/uiig

x FHWA, Intersection Safety: https://safety.fhwa.dot.gov/intersection/ 

YOUNG DRIVERS

Young drivers, ages 15-20, were involved in 376 fatal crashes which resulted in 424 fatalities in Tribal areas from 

2010-2014. The young driver was killed in 192 of the 424 fatalities. There is no data to determine if the young 

driver was “at fault” however a lack of experience could be a contributing factor for the majority of these crashes. 

Among the young drivers involved in these crashes 67% are male. When restraint use was reported, 59% of young 

drivers who died were not using occupant protection devices (helmets or belts). About 48% of these crashes 

occurred in daylight. Crashes involving young drivers include roadway departure, multi-vehicle, and intersection 

related in similar proportion to the overall dataset of all fatal crashes in Tribal areas. 

RESOURCES: 

x CDC Teen Driving Resources: https://www.cdc.gov/motorvehiclesafety/teen_drivers/index.html

x NHTSA, Countermeasures that Work: https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/812202-

countermeasuresthatwork8th.pdf 

x National Safety Council, Alive at 25 Program: https://aliveat25.us/ 

OLDER DRIVERS

Older drivers over age 65 are involved in crashes slightly less frequently in Tribal areas than in the entire United 

States. During 2014 just over 13% of the drivers involved in fatal crashes in the United States were age 65 or older. 

The reported fatal crash data for 2010-2014 in Tribal areas shows 12% of drivers involved in fatal crashes are over 

65. Resources listed below may be useful for Tribes that identify a need to address older drivers. 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 21 

RESOURCES:

x FHWA designing roadways for aging populations: https://safety.fhwa.dot.gov/older_users/ 

x CDC Information for keeping older drivers safer: 

https://www.cdc.gov/motorvehiclesafety/older_adult_drivers/ 

x NHTSA, Traffic Safety Facts – Older Population: 

https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812372 

x NHTSA, Older Driver Safety: https://www.nhtsa.gov/road-safety/older-drivers 

OFF-ROAD TRANSPORTATION

For some Tribes located in remote areas the primary mode of travel may not be conventional motor-vehicles. 

Trail, ice road (see Figure 16), air, and marine travel may be significantly more prominent in some Tribal 

communities than the use of standard roadway vehicles used in most of the United States. At national and 

regional levels, data is extremely limited on the fatal and injury incidents associated with the use of many of these 

modes. The safety issues associated with these modes of travel are likely to be different from the motor vehicle 

issues. 

Tribes are strongly encouraged 

to develop a transportation 

safety plan that describes the 

Tribe’s transportation safety 

history. These plans should be 

based on local knowledge of 

incident history in the absence 

of formal incident databases. 

These plans can be an 

especially helpful 

communication tool when the 

primary modes of travel are not 

conventional motor vehicles. 

Such plans could help to 

enhance the understanding of 

these issues by safety partners. 

Resources are limited for this 

topic because it is very broad and not well documented or understood. Tribal communities looking to address offroad transportation safety should consider the applicability of countermeasures and principals found in the other 

sections of this plan. Many of these strategies may have applicability, especially those that address behavioral 

issues like occupant protection and impairment. Further research is needed to understand the magnitude of the 

problem and associated risk factors. 

RESOURCES:

x For marine safety – US Coast Guard Auxiliary: http://www.uscgboating.org/recreationalboaters/index.php 

x For All Terrain Vehicle (ATV) safety – ATV Safety Institute: http://www.atvsafety.org/ 

x For Snowmobiles – Snowmobile Safety Awareness Program: http://www.saferiderssafetyawareness.org 

Figure 16. Ice Road Crew from the Native Village of Napaimute working near the Village of 

Chuathbaluk, Alaska. 

Photo courtesy of Mark Leary, Native Village of Napaimute 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 22 

ANIMAL-VEHICLE CRASHES

Crashes involving a single vehicle colliding with an animal are frequent in Tribal areas. These crashes typically 

cause property damage but very rarely result in injury to a human. From 2010-2014 in Tribal areas a live animal 

was involved in motor vehicle crashes that resulted in 32 human fatalities. FARS data does not document the 

animal species or differentiate between domestic and wild animals. Because of the frequency, crashes involving a 

live animal have been a common topic at safety summits and in transportation safety plans developed by Tribes. 

Countermeasures available to address animal-vehicle crashes are limited. Large animal passages over or under 

roads are very expensive and many designs are still considered experimental. Intelligent transportation systems 

involving detection and warning for animals in the roadway have had limited success. Likewise, fencing, shoulder 

widening, and warning signage have limited success in addressing crashes with some species of animals. 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page 23 

FUNDING PROGRAMS

TRIBAL TRANSPORTATION PROGRAM - SAFETY FUND

The Tribal Transportation Program Safety Fund is a competitively selected annual grant for infrastructure 

improvement, safety planning, and the analysis and collection of safety data. Under the FAST Act the fund is about 

$9 Million per year, a two percent set-aside from the Tribal Transportation Program. Requests for funding have 

exceeded the available amount by at least 300% every year. 

TRIBAL TRANSPORTATION PROGRAM – TRIBAL SHARES

Each federally recognized Tribe participating in the Tribal Transportation Program is provided with an annual 

allocation of funding. This funding can be used for a wide range of transportation needs including the 

implementation of infrastructure safety projects. 

BIA INDIAN HIGHWAY SAFETY PROGRAM (IHSP) 

The Highway Safety Act of 1966, 23 U.S.C. 402, provides Department of Transportation (DOT) funding to assist 

federally recognized Tribes with implementation of traffic safety projects. The program is administered by the BIA 

Indian Highway Safety Program under an agreement with NHTSA. 

U.S. DEPARTMENT OF JUSTICE, COMMUNITY ORIENTED POLICING SERVICES

The U.S. Department of Justice Office of Justice Programs and Office of Community Oriented Policing Services offer 

programmatic opportunities to highlight best-practice community policing and safety programs. Opportunities 

exist for Tribal and local law enforcement agencies to apply for grants to pilot safety-oriented initiatives. 

STATE HIGHWAY SAFETY PROGRAMS

States can utilize their funds provided by the NHTSA to fund federally recognized Tribes to address traffic safety 

issues in their State. The State Highway Safety Programs, commonly referred to as Section 402, was initially 

authorized by the Highway Safety Act of 1966 and has been reauthorized and amended several times, including 

most recently under the FAST Act. 

Section 402 supports state highway safety programs, designed to reduce traffic crashes and resulting deaths, 

injuries, and property damage. Section 405(c) supports the development and implementation of effective State 

programs that evaluate or improve safety data quality. A State may use these grant funds only for highway safety 

purposes; at least 40 percent of these funds are to be used by or for the benefit of Tribal governments and political 

subdivisions of the State to address local traffic safety problems. States are required to provide a 20 percent 

match for this funding. The program is administered by NHTSA at the Federal level and by the State Highway 

Safety Offices at the State level. Crash data improvements are eligible under 23 U.S.C. 402 and 405(c). 

HIGHWAY SAFETY IMPROVEMENT PROGRAM (HSIP)

The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), which was 

originally signed into law on August 10, 2005, (Public Law 109-59) established the Highway Safety Improvement 

Program (HSIP) as a core Federal-aid program administered by State transportation departments. The overall 

purpose of this program is to achieve a significant reduction in traffic fatalities and serious injuries on all public 

roads through the implementation of infrastructure-related highway safety improvements. The SAFETEA-LU 

established extensive new resources and opportunities to advance highway safety throughout the country in a 

comprehensive, strategic manner. Core requirements for the HSIP are that projects be data driven and consistent 

with the State’s Strategic Highway Safety Plan which is to be developed in partnership with State, Tribal, and local 

entities. The requirements for the HSIP are codified in 23 U.S.C. 148. 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page i 

ACRONYMS 

ATV All-Terrain Vehicle 

BAC Blood Alcohol Concentration 

BIA Bureau of Indian Affairs 

CDC Centers for Disease Control 

CERT Community Emergency Response Team 

DOT Department of Transportation 

EMS Emergency Medical Services 

FAST Fixing America’s Surface Transportation Act 

FARS Fatality Analysis Reporting System 

FHWA Federal Highway Administration 

HSIP Highway Safety Improvement Program 

IACP International Association of Chiefs of Police 

ITE Institute of Transportation Engineers 

IHS Indian Health Service 

IHSP Indian Highway Safety Program 

MASH Manual for Assessing Safety Hardware 

MUTCD Manual on Uniform Traffic Control Devices 

NCHRP National Cooperative Highway Research Project 

NHTSA National Highway Traffic Safety Administration 

SHSP Strategic Highway Safety Plan 

USDOT United States Department of Transportation 

WISQARS Web-based Injury Statistics Query and Reporting System 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page ii 

Works Cited

CDC. (n.d.). CDC Facts Sheet. Retrieved May 2017, from Centers for Disease Control: 

https://www.cdc.gov/motorvehiclesafety/native/factsheet.html 

FHWA. (2016, 4 14). Safety - Roadway Departure . Retrieved from FHWA Office of Safety: 

https://safety.fhwa.dot.gov/roadway_dept/horicurves/ 

FHWA. (2017, 04 20). Intersection Safety. Retrieved 5 12, 2017, from FHWA R&D: 

https://www.fhwa.dot.gov/research/topics/safety/intersections/ 

FHWA. (2017). Report to Congress: Tribal Governments & Transportation Safety Data. Washington: 

USDOT. 

Jurney, P. (2017, 07 10). Project Development Director, Cross Timbers Consulting, LLC. (A. Larsen, 

Interviewer) 

New Mexico DOT. (2016). 2016 Strategic Highway Safety Plan. Santa Fe. 

NHTSA. (2010). Traffic Safety Facts: Drug Involvement of Fatally Injured Drivers, DOT HS 811 415. 

Washington: USDOT. 

NHTSA. (2015). 2014 Traffic Safety Fact Sheet Alcohol Impaired Driving. Washington: USDOT. 

NHTSA. (2016). 2016 Safety Belt Use Estimate for the Indian Nations. Albuquerque: Bureau of Indian 

Affairs, Indian Highway Safety Program. 

Smart Growth America and National Complete Streets Coalition. (2016). Dangerous by Design. 

Washington. 

US Census Bureau. (2013). Race/Ethnicity and American Indian & Alaska Native Data. Retrieved from 

American Community Survey: https://www.census.gov/programs-surveys/acs/data/race-aian.html 

Washington State. (2016). Washington State Strategic Highway Safety Plan 2016. Olympia. 

 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page iii 

APPENDIX A. DATA ANALYSIS METHODOLOGY

METHODOLOGY 

The fatal crash data analysis conducted for this report was selected from the Fatality Analysis Reporting System 

(FARS) in two ways: 

x Crashes coded as Indian Reservation 

x Geospatial analysis 

FARS established a field called “special jurisdiction” that is supposed to be populated to indicate if a fatal crash 

occurs within an Indian reservation, national park, or a variety of other special conditions. There is indication that 

the “special jurisdiction” field is underutilized and not adequate to represent all crashes on Indian reservations. 

Also, not all Federally recognized Tribes have an Indian reservation. 

Ideally a geospatial analysis would be conducted using a road inventory that represented all roadways with a 

transportation significance to Tribes. Unfortunately, the National Tribal Transportation Facility Inventory is the 

only such data source and it is not Geographic Information System enabled. 

In the absence of a road inventory this analysis determined that Tribal area boundaries could be used to define the 

fatal crashes that are most applicable to Tribes. There are many ways in which Tribal areas can be defined. Tribal 

area boundaries cannot be consistently defined across the 566 federally recognized Tribes in the United States 

because of the various ways in which Tribal areas are established. Instead, for the purposes of this analysis Tribal 

areas are represented by following data sources: 

x United States Geological Survey Protected Areas Database (USGS PAD) version 1.1 (all fatal crashes in 

Indian Reservations, Land owned by Tribes, Bureau of Indian Affairs Tribal Trust Land, and Alaska Native 

Village Corporation boundaries) 

x All fatal crashes in high Native American population counties in Oklahoma 

x Fatal crashes where the death of a Native American or Alaska Native was reported in a US Census TIGER 

Oklahoma Tribal Statistical Area. 

The results published in this plan may vary from other published analyses of fatal crashes in Tribal areas. The 

primary difference is likely related to the definition of “Tribal areas” in Oklahoma and Alaska. 

ALASKA

Most of the 229 Tribes in Alaska do not have an Indian reservation. Instead, the Alaska Native Claims Settlement 

Act (ANSCA) established regional and village corporations where Tribes have some land ownership. The US Census 

TIGER definition of Alaska Tribal Statistical Areas was considered. However, the Census definition of Tribal areas 

included large urban areas and very few crashes of concern to Tribes. So, for Alaska this study considered Tribal 

areas to be the Alaska village corporation boundaries, as documented by the USGS PAD, and the Annette Island 

Reserve. This results in the inclusion in this study of 37 fatalities from 2010-2014 motor vehicle crashes in Alaska. 

OKLAHOMA

Native Americans and Alaska Natives are estimated to comprise 13% of the population in the State of Oklahoma 

(US Census Bureau, 2013). Within Oklahoma there are 38 federally recognized Tribes. These Tribes receive 18% of 

the Tribal Transportation Program shares because of their large populations and large roadway networks (which 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page iv 

mostly consist of state and county roads used by Tribal members). However, most Tribes in Oklahoma do not have 

Indian reservations. 

Large Oklahoma Tribal Statistical Areas have been established which cover about three quarters of the State of 

Oklahoma. These areas include large cities such as Tulsa and parts of Oklahoma City. Discussion at several 

conferences and over the phone with several employees of Tribes located in Oklahoma determined that these 

large areas would not appropriately represent the transportation interest of Tribes. 

In the absence of geocoded road network data or well defined Tribal boundaries, an approach was developed to 

include relevant crash data for Tribes in Oklahoma. (Jurney, 2017) This approach selects crashes that meet one of 

these criteria: 

x All fatal crashes that occur in a county where Native Americans are a higher percentage of the population 

than the statewide average according to the 2013 American Community Survey. 

x All fatal crashes in an Oklahoma Tribal Statistical Area if the crash was reported to involve the death of a 

Native American or Alaska Native. 

The result of this definition for Tribal areas in Oklahoma results in the identification of 1,495 fatalities during 2010-

2014. Oklahoma crashes are a significant portion (45%) of the data used to support this National Tribal 

Transportation Safety Plan. 

FATALITIES DISTRIBUTION BY STATE

The data set supporting used in this study included 3,278 fatalities which occurred in Tribal areas. Table 1 shows 

the distribution of these crashes by state. Oklahoma has been identified separately in the following tables because 

a significant portion of the overall data set comes from Oklahoma and the definition of Tribal areas is different for 

Oklahoma Tribes. This information is displayed on a map in Appendix C. 

State Fatalities State Fatalities State Fatalities 

Oklahoma 1484 Oregon 30 Arkansas 1 

Arizona 570 Utah 30 Connecticut 1 

New Mexico 295 New York 28 Maine 1 

Montana 141 Wyoming 27 Alabama 0 

Washington 123 Michigan 25 Florida 0 

South 

Dakota 108 Colorado 14 Indiana 0 

Idaho 94 Nevada 13 Iowa 0 

North 

Dakota 89 

North 

Carolina 10 Louisiana 0 

California 48 Nebraska 9 Maryland 0 

Minnesota 42 Kansas 8 Massachusetts 0 

Wisconsin 38 Mississippi 3 Rhode Island 0 

Alaska 37 Texas 2 South Carolina 0 

 

TABLE 1. FATALITIES IN TRIBAL AREAS BY STATE

 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page v 

APPENDIX B. CRASH DATA CONTRIBUTING FACTORS ANALYSIS FOR TRIBAL AREAS

EMPHASIS TOPICS OVERVIEW

Emphasis topics shown in Table 2 were selected by a committee after review of several data sources including: 

x Safety plans developed by Tribes 

x The National Highway Traffic Safety Administration’s Native American Traffic Safety Facts: 

https://cdan.nhtsa.gov/NA_report/NA_Report.htm 

x The Center for Disease Control’s Web-based Injury Statistics Query and Reporting System (WISQARS) 

x State Strategic Highway Safety Plans with a Tribal emphasis. 

x United States Geological Survey Protected Areas Database

Topic Fatalities in Tribal Areas 

(Except Oklahoma)

Fatalities in Oklahoma 

Tribal Areas

Total, All Tribal 

Areas 

Percentage of 

Total 

Total 1794 1484 3,278 

Occupant 

Protection 

Devices Unused

> 855 

(808 not 

restrained,

47 not using 

helmets)

48% > 808 

(686 not 

restrained,

122 not using 

helmets) 

54% >1663 

(1494 not 

restrained, 

169 no helmet) 

> 51% 

Roadway 

Departure 1086 61% 976 66% 2062 63% 

Impaired 

Driving

746 w/ BAC 

0.08 or greater 

830 w/ BAC > 0 

BAC=>.08: 

42% 

422 w/ BAC 

0.08 or greater 

488 w/ BAC > 

0 

BAC=>.08: 

32% 

1168 w/ BAC 0.08 

or greater 

1318 w/ BAC > 0 

BAC=>.08: 36% 

BAC>0: 40%

Pedestrians 249 14% 97 6.5% 346 10.5% 

Availability of 

Public Safety 

Services

40% of fatal crashes where 

sufficient data was available 

had greater than 1 hour 

from EMS notification to 

arrival at a hospital 

46% of fatal crashes where 

sufficient data was available 

had greater than 1 hour 

from EMS notification to 

arrival at a hospital

44% of fatal crashes where 

sufficient data was available had 

greater than 1 hour from EMS 

notification to arrival at a hospital 

TABLE 2. SUMMARY OF DATA SUPPORTING SELECTED EMPHASIS TOPICS 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page vi 

DETAILED EMPHASIS AREA CONTRIBUTING FACTORS ANALYSIS

Additional facts were determined from the 2010-2014 FARS data analysis and are provided below for both 

Oklahoma Tribal areas and Tribal areas in the rest of the United States. In the data set are three cases in Oklahoma 

with four fatalities which overlap these two distinct definitions of Tribal areas. These four fatalities are reported 

with the Tribal areas (except Oklahoma) definition. 

OCCUPANT PROTECTION

 

Fatalities in 

Tribal Areas 

(except 

Oklahoma) 

Fatalities in 

Oklahoma 

Tribal Areas 

All Tribal Areas 

Fatalities 

Passenger 

Vehicles

Restrained 339 426 765 

Unrestrained 736 630 1366 

Unknown 119 64 183 

Total 1194 1120 2314 

Large Trucks Restrained 13 19 32 

Unrestrained 6 26 32 

Unknown 3 15 18 

Total 22 60 82 

Motorcycles Restrained 53 26 79 

Unrestrained 47 122 169 

Unknown 7 2 9 

Total 107 150 257 

Other/Unknown 

Vehicles

Restrained 8 1 9 

Unrestrained 66 30 96 

Unknown 128 5 133 

Total 202 36 238 

Total Restrained 413 472 885 

Unrestrained 855 808 1663 

Unknown 257 86 343 

Total 1525 1366 2891 

x Fatalities of persons age 0-4 years old 

R Oklahoma Tribal areas: 20 fatalities 

R Tribal areas (except Oklahoma): 39 fatalities 

x Fatalities of unrestrained persons age 0-4 years old 

R Oklahoma Tribal areas: 6 fatalities of unrestrained; 3 unknown if restraint used; 11 fatalities using 

restraining systems 

R Tribal areas (except Oklahoma): 22 fatalities of unrestrained; 14 unknown if restraint used; only 3 

fatalities using restraining systems 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page vii 

ROADWAY DEPARTURE 

Fatalities in 

Tribal areas 

(except 

Oklahoma) 

Fatalities in 

Oklahoma 

Tribal Areas 

Fatalities in All 

Tribal Areas 

Fatalities by the Highest Driver 

BAC in the Crash 

BAC=.01+ BAC=.08+ 

2010-2014 Not a Roadway 

Departure 

Crash

708 508 1216 295 258 

Roadway 

Departure 

Crash 1086 976 2062 1023 910 

Total 1794 1484 3278 1318 1168 

x Number of vehicles 

R Oklahoma Tribal areas: 654 fatalities involved only a single vehicle (67 %); 322 involved multiple 

vehicles 

R Tribal areas (except Oklahoma): 812 fatalities involved only a single vehicle (74.8%); 274 fatalities 

involved multiple vehicles 

x Rural vs. Urban 

R Oklahoma Tribal areas: 889 rural; 87 urban 

R Tribal areas (except Oklahoma): 1,002 rural; 79 urban; 5 unknown 

x Light condition 

R Oklahoma Tribal areas: 539 fatalities in daylight; 385 fatalities in dark; 43 fatalities at dawn/dusk; 9 

fatalities in unknown light conditions 

R Tribal areas (except Oklahoma): 485 fatalities in daylight; 495 fatalities in dark; 79 fatalities at 

dawn/dusk; 27 fatalities in unknown light conditions 

Roadway Departure Fatalities by Atmospheric Weather Conditions 

Tribal Areas 

(except Oklahoma) 

Oklahoma 

Tribal Areas 

All Tribal Areas 

(fatalities) 

Clear 792 619 1411 

Rain 39 56 95 

Sleet/Hail 4 5 9 

Snow 22 3 25 

Fog, Smoke, Smog 16 9 25 

Severe Wind 4 0 4 

Cloudy 145 227 422 

Other/Unknown 64 7 71 

Total 1086 976 2062 

Roadway Departure Fatalities by Surface Condition 

Tribal Areas (except 

Oklahoma) 

Oklahoma Tribal 

Areas All Tribal Areas 

Dry 867 841 1708 

Wet 58 90 148 

Snow, Ice, or Slush 83 22 105 

Other 61 16 77 

Mud, Dirt, Gravel, Sand 17 7 24 

 Total 1086 976 2062 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page viii 

Roadway Departure Fatalities by Horizontal and Vertical Alignment 

Tribal Areas (except Oklahoma) 

 Straight (no curve) Horizontal Curve unknown Total 

Level 450 204 1 655 

Slope 121 176 3 300 

Hillcrest 36 14 50 

Sag 1 4 5 

Unknown 16 20 40 76 

Total 624 418 44 1086 

 

Oklahoma Tribal Areas 

 Straight (no curve) Horizontal Curve unknown Total 

Level 436 173 609 

Slope 209 101 310 

Hillcrest 28 3 31 

Sag 7 4 11 

Unknown 15 15 

Total 680 281 15 976 

 

Most Harmful Event in Roadway Departure Fatalities 

Most Harmful Event 

Tribal Areas (except 

Oklahoma) 

Oklahoma 

Tribal Areas All Tribal Areas 

Overturn 631 344 975 

Other Vehicle in Use 250 283 533 

Tree, Shrub 63 155 218 

Roadside Topography 31 47 78 

Signs, Poles, Signals 22 30 52 

Barrier 14 20 34 

Culvert 8 17 25 

Immersion 17 3 20 

Fence 4 9 13 

Parked Vehicle 4 5 9 

Other 42 63 105 

Total 1086 976 2062 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page ix 

IMPAIRED DRIVING

Alcohol impaired driving is not always reported because not every driver is tested. Because of the low reporting, 

National Highway Traffic Safety Administration (NHTSA) has developed a statistical method known as multiple 

imputation that is used to estimate the involvement of alcohol in fatal motor vehicle crashes. The following numbers 

are estimates of fatalities where an impaired driver was involved. 

Tribal Areas 

(except Oklahoma) 

Oklahoma Tribal 

Areas All Tribal Areas 

Total 1794 1484 3278 

BAC=>.01 830 488 1318 

BAC=>.08 746 422 1168 

PEDESTRIANS

x Pedestrian fatalities 

R Oklahoma Tribal areas: 97 fatalities in 94 cases 

R Tribal areas (except Oklahoma): 249 fatalities in 244 cases 

x Pedestrian Fatalities by Rural/Urban and Roadway Functional Classification 

 

Rural 

Oklahoma 

Tribal Areas 

Tribal Areas 

(except Oklahoma) 

All Tribal 

Areas 

Rural Interstate (1) 10 16 26 

Rural-Principal Arterial - Other (2) 14 51 65 

Rural-Minor Arterial (3) 14 36 50 

Rural-Major Collector (4) 21 38 59 

Rural-Minor Collector (5) 10 10 

Rural-Local Road or Street (6) 6 40 46 

Rural-Unknown Rural (9) 5 5 

Rural Total 65 196 261 

Urban 

Urban Interstate 4 7 11 

Urban-Principal Arterial - Other (Freeways or 

Expressways) (12) 2 2 

Urban-Other Principal Arterial (13) 17 12 29 

Urban-Minor Arterial (14) 9 9 

Urban-Collector (15) 2 10 12 

Urban-Local Road or Street (16) 9 8 17 

Urban-Unknown Urban (19) 1 1 

Urban Total 32 49 81 

Unknown (99) 4 4 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page x 

x Pedestrian location at time of fatal crash 

x Pedestrian Impairment (not driver impairment)

Pedestrian Fatalities - Alcohol Impairment of pedestrian 

 Male Female Unknown Total 

Tribal Areas (except Oklahoma) 

0 BAC 26 16 42 

0.01-0.07 BAC 1 1 

0.08 or higher 83 28 111 

Unknown 45 13 1 58 

Test not given 28 8 36 

Oklahoma Tribal Areas 

0 BAC 40 11 51 

0.01-0.07 BAC 1 1 2 

0.08 or higher 25 8 33 

Test not given 6 5 11 

All Tribal Areas Total 255 90 1 346 

Rural/Urban Location 

Tribal 

Areas

(except 

Oklahoma) 

Oklahoma 

Tribal 

Areas 

All Tribal 

Areas 

Rural 

On Road, 

No Marked Crosswalk 152 51 203 

 Unknown 24 1 25 

 Shoulder/Roadside 8 9 17 

 Intersection 10 4 14 

 

Not at Intersection, 

In Marked Crosswalk 1 1 

 Sidewalk 1 1 

Urban 

On Road, 

No Marked Crosswalk 39 26 65 

 Intersection 6 2 8 

 Shoulder/Roadside 2 2 4 

 Unknown 1 2 3 

 Sidewalk 1 1 

Unknown (99) Unknown 4 4 

Total 249 97 346 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page xi 

x Age/gender distribution for pedestrian fatalities 

Light Conditions for Pedestrian Fatalities 

Light 

Condition Oklahoma Tribal Areas 

Tribal Areas 

(except 

Oklahoma) Total 

Daylight 17 35 52 

Dawn/Dusk 4 6 10 

Dark 64 154 218 

Dark - Lighted 12 33 45 

Unknown 21 21 

Total 97 249 346 

 

 Male Female Unknown Total 

Tribal Areas (except Oklahoma) 

0-10 6 6 12 

11-20 22 13 35 

21-30 63 18 81 

31-40 22 10 32 

41-50 28 6 34 

51-60 18 7 25 

61-70 14 4 18 

>70 6 1 7 

Unknown 4 1 5 

Oklahoma Tribal Areas 

0-10 4 2 6 

11-20 8 3 11 

21-30 14 4 18 

31-40 11 2 13 

41-50 11 6 17 

51-60 14 5 19 

61-70 8 1 9 

>70 2 2 4 

Total 255 90 1 346 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page xii 

Pedestrian fatalities by time of day (All Tribal areas combined) 

Bicycle fatalities 

R Oklahoma Tribal areas: 9 bicycle fatalities; 5 other personal conveyance fatalities 

R Tribal areas (except Oklahoma): 16 bicycle fatalities; 2 other personal conveyance fatalities; 1 nonmotorized unknown type of vehicle 

AVAILABILITY OF PUBLIC SAFETY SERVICES

x Complete Emergency Medical Service (EMS) Response Time data was available for 1/3 fatality reports in 

Tribal areas (Oklahoma Tribal areas and rest of Tribal areas combined). 

x EMS Response Times greater than one hour from notification to arrival at the treatment facility 

o Oklahoma Tribal areas: 46% of the cases with sufficient data reported more than one hour 

o Tribal areas (except Oklahoma): 40% of the cases with sufficient data reported more than one hour 

o All Tribal areas: 44% of the cases with sufficient data reported more than 1 hour 

o All USA: 23% of all cases with sufficient data 

ADDITIONAL TOPICS

Time of 

Day Total 

Time of 

Day Total 

Midnight 14 Noon 2 

1am 14 1pm 2 

2am 16 2pm 7 

3am 13 3pm 8 

4am 12 4pm 4 

5am 15 5pm 12 

6am 9 6pm 33 

7am 5 7pm 23 

8am 1 8pm 35 

9am 6 9pm 32 

10am 4 10pm 28 

11am 4 11pm 26 

unknown 21 

Oklahoma Tribal Areas 

Tribal Areas 

(except Oklahoma) All Tribal Areas 

Fatalities % Fatalities % Fatalities % 

All fatalities 1484 1794 3278 

Speed Involved 370 25% 648 36% 1018 31% 

Distracted Indeterminate Indeterminate Indeterminate 

Intersections 303 20% 182 

Younger Drivers (Age 15-21) 197 10% 227 13% 424 13% 

Older Drivers (Age 65+) 268 14% 175 9% 443 13% 

Off-Road Transportation Indeterminate Indeterminate Indeterminate 

Animal-Vehicle 14 1% 18 1% 32 1% 
APPENDIX C. GEOGRAPHIC DISTRIBUTION OF FATALITIES

TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page xiii 

 
TRIBAL TRANSPORTATION STRATEGIC SAFETY PLAN Page xiv