Comprehensive Safety Action Plan (2024)
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Comprehensive Safety Action Plan
for the Cher-Ae Heights Indian Community
of the Trinidad Rancheria
December 2024 Final
1
INTRODUCTION ............................................................................................................................................. 1
1.1
1.2
1.3
2
COMMITMENT AND OVERSIGHT ................................................................................................................... 6
2.1
3
DEMOGRAPHIC MAKEUP OF THE CHER-AE HEIGHTS INDIAN COMMUNITY ..................................................................21
ACTIONABLE STRATEGIES FOR IMPROVING SAFETY ..................................................................................... 22
6.1
6.2
6.3
7
MARCH 2023 KICKOFF MEETINGS .....................................................................................................................15
FEBRUARY 2024 TRIBAL COORDINATION .............................................................................................................17
MAY 2024 STEERING COMMITTEE MEETING .......................................................................................................18
JUNE 2024 STEERING COMMITTEE MEETING .......................................................................................................18
NOVEMBER 2024 PUBLIC MEETING ...................................................................................................................19
EQUITY CONSIDERATIONS ........................................................................................................................... 20
5.1
6
REPORTED CRASH TRENDS ON INVENTORY ROUTES ..................................................................................................9
SCENIC DRIVE CRASHES ....................................................................................................................................14
ENGAGEMENT AND COLLABORATION ......................................................................................................... 15
4.1
4.2
4.3
4.4
4.5
5
CSAP STEERING COMMITTEE ..............................................................................................................................7
SAFETY ANALYSES .......................................................................................................................................... 8
3.1
3.2
4
STUDY AREA LIMITS ...........................................................................................................................................2
TRANSPORTATION SAFETY IN INDIAN COUNTRY .......................................................................................................4
ORGANIZATION OF THE PLAN ...............................................................................................................................4
EMPHASIS AREAS & COUNTERMEASURES.............................................................................................................23
PRIORITY PROJECTS .........................................................................................................................................30
POLICY AND PROCESS CONSIDERATIONS ...............................................................................................................34
IMPLEMENTATION AND NEXT STEPS ............................................................................................................ 35
Comprehensive Safety Action Plan
For the Cher-Ae Heights Indian Community of the Trinidad Rancheria
April 2025
1 Introduc on
In late 2022, the Cher-Ae Heights Indian Community of the Trinidad Rancheria (Trinidad
Rancheria) was awarded a Safe Streets for All (SS4A) planning grant through the US Department
of Transportation (USDOT). Through this planning effort, the Tribe prepared a Comprehensive
Safety Action Plan (CSAP) based on Vision Zero principles. This CSAP is intended to develop a
holistic, well-defined strategy that will reduce the risk of death and injury crashes on the Tribe’s
transportation system. This includes a range of strategies: i.e., performance goals, specific safetyfocused improvement projects, adjustments to policies/standards, education campaigns to target
high risk behaviors, etc. Implementing the plan will improve transportation safety for the Tribe,
its people, and visitors to the area.
A separate but concurrent LongRange Transportation Plan (LRTP) is
also under development, which will
include a broader assessment of the
Tribe’s multimodal transportation
network, documented in a series of
technical
reports.
Additional
information on the effort is available
at TR2045.com.
Trinidad Rancheria is a federally
recognized Tribe with 108 acres of
property in coastal Humboldt
County, California (Figure 1).
Five main properties comprise the
Tribe’s holdings:
Main parcel, 58.5 acres west of US
101, is the administrative hub for the
Tribe. The Main parcel includes: Tribal
Government Operations, the Victim
Services Social Services Center, the
Emergency Operations Center (which
includes Public Safety), the Tribal
Library, an RV Park, the Heights
Casino, and Tribal member housing.
Figure 1: Trinidad Rancheria Vicinity Map
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Trinidad Harbor parcel, 9.3 acres which includes Seascape restaurant, boat basin/pier, Memorial
Lighthouse, a vacation rental, public restrooms, recreational access, and the future
Interpretive/Visitor Center.
Westhaven parcel, 7.5 acres east of the main parcel and US 101, comprised of rural residential
land use for Tribal members.
Trillium parcel, 4.8 acres east of the main parcel and US 101, with one rural residential home and
the remainder forested.
McKinleyville parcel, 28.3 acres along Archer Road in McKinleyville, has a rural residential land
use—home to approximately 15 single family homes for Tribal members with plans to expand in
the future.
1.1 Study Area Limits
The analysis focuses on the Tribe’s National Tribal Transportation Facility Inventory (NTTFI)—
roads, trails, and other facilities that provide transportation and public access to, within, and
through Indian reservations and native communities while contributing to health, safety, and
economic development. Other modal connections within the larger regional network are also
discussed as they impact the Tribe’s mobility and access. As of April 2023, there are 61.5 centerline
miles of facilities in the Tribe’s NTTFI, stretching along 28 miles of California’s coast.
Streets, roads, and highways make up the largest component of the inventory; there are
60.7 miles of existing highway routes in the Tribe’s current inventory (Figure 2). By
mileage, the bulk of the inventory is comprised of state- or county-owned routes: 46%
and 45% respectively. Overall, 1.8 miles are Bureau of Indian Affairs (BIA)-owned and 1.9
miles (including 1.6 proposed centerline miles) are Tribal-owned routes. US 101 provides
the primary highway connection for the region though there is currently no direct access
for the Trinidad Rancheria main property. Streets within Tribal boundaries tend to be lowspeed, narrow facilities providing direct access to adjacent properties.
The inventory also includes limited dedicated pedestrian or bicycle inventory: sidewalks
along Main and Trinity streets in the city of Trinidad and recreational trails on Trinidad
Head. Scenic Drive, which provides primary access for the main property but is subject to
significant geological instability, is identified as a component of the 1,200-mile California
Coastal Trail.
None of the Tribal properties are directly served by public transit though several service
providers operate in the region. The closest fixed-route stops are at the Trinidad Park and
Ride Lot (0.9 miles along Scenic Drive), the Westhaven Post Office (1.9 miles along
Westhaven Drive), and at Central Avenue (0.3 miles along Grange and Dows-Prairie roads)
in McKinleyville. It is challenging for Tribal members to safely access these stops without
pedestrian/bike paths connecting to Tribal member housing.
The pier in Trinidad Harbor serves as a marine transportation hub for both recreational
and commercial users; the harbor hosts a restaurant, vacation rental, boat launch, water
taxi, fishing and eco-tour charters, and mooring field for both recreational and commercial
vessels.
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Figure 2: Existing NTTFI Highways
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
The nearest public airport serving the region is CA Redwood Coast Humboldt County
Airport (ACV) in McKinleyville. While ACV airport is close to tribal lands, service is limited
to few destinations and limited departure windows. Maintenance and weather delays have
a significant effect on travel delays.
1.2 Transporta on Safety in Indian Country
The 2017 Tribal Transportation Strategic Safety Plan1 assesses national safety needs in Tribal
areas, providing strategies and resources to improve safety and save lives, emphasizing that
individual Tribe-specific plans are the starting point to begin implementing solutions. The report
cites the statistical importance of transportation safety for the tribal community:
MOTOR VEHICLE CRASHES ARE THE LEADING CAUSE OF DEATH FROM UNINTENTIONAL INJURY
FOR NATIVE AMERICANS AND ALASKA NATIVES AGES 1 TO 44. IN SOME STATES, NATIVE
AMERICANS ARE OVERREPRESENTED IN FATAL CRASH RATES BY AS MUCH AS 4 TIMES THE
GENERAL POPULATION. FROM THE FARS2 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. 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.
Further, a 2017 USDOT Report to Congress3 begins by acknowledging that “Transportation safety
issues have long plagued Native American and Alaska Native populations. Motor vehicle crash
statistics describe fatality rates higher among the Native American and Alaska Native populations
than other ethnic groups in many States…Additional transportation-related deaths are known to
occur that are not captured in the available databases."
These macro-level trends illustrate the importance of this safety plan as well as one of the key
challenges in its preparation: inconsistent and underreported crash records in Tribal areas.
1.3 Organiza on of the Plan
The purpose of this CSAP is to explore existing transportation safety concerns then define
implementable strategies to improve safety. The plan was developed with collaborative input
from key safety partners and the Tribal community and addresses safety issues through the four
E’s: Engineering, Enforcement, Education, and Emergency Medical Services.
1
Online at https://www.tribalsafety.org/safety-planning-resources
Fatality Analysis Reporting System, published by the National Highway Traffic Safety Administration
3
Online at https://highways.dot.gov/sites/fhwa.dot.gov/files/docs/federal-lands/tribal-transportationprogram/ttp-safety/8646/s10-171221-023-f.pdf
2
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Topics are organized into the following chapters, following SS4A guidance discussed in Section
1.3.2.
1.3.1
Vision Statement
This CSAP aligns with the Tribe’s vision for its transportation system.
The Trinidad Rancheria envisions a Safe, Sustainable, Integrated, and
Efficient Tribal transportation system for All Users that will increase equity
for the disadvantaged Tribal community by identifying broad, communityinformed goals/strategies to meet community health, employment,
economic, cultural, educational, and environmental needs.
While this effort focuses primarily on the first of these facets, all are critical considerations in the
development, operations, and maintenance of the Tribe’s multimodal network.
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
1.3.2
Federal Requirements
SS4A guidance from USDOT4 identifies the following elements to be incorporated into a CSAP:
Each of the following chapters begins with USDOT’s SS4A language identifying what a successful
action plan should describe (purple text), followed by corresponding content.
2 Commitment and Oversight
Leadership commitment and goal setting is an of cial public commitment (e.g., resolution,
policy, ordinance) by a high-ranking of cial and/or governing body (e.g., mayor, city
council, Tribal council, metropolitan planning organization, policy board) to an eventual
goal of zero roadway fatalities and serious injuries. The commitment must include a goal
4
Online at https://www.transportation.gov/grants/SS4A
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
and timeline for eliminating roadway fatalities and serious injuries achieved through one,
or both, of the following: 1) the target date for achieving zero roadway fatalities and serious
injuries, or 2) an ambitious percentage reduction of roadway fatalities and serious injuries
by a speci c date with an eventual goal of eliminating roadway fatalities and serious
injuries.
A planning structure is a committee, task force, implementation group, or similar body
charged with oversight of the Action Plan development, implementation, and monitoring.
Safety is an essential priority for the Cher-Ae Heights Indian Community of the Trinidad Rancheria.
It underlies each decision and resonates throughout past
transportation planning efforts. In November 2023, the Tribe
passed Resolution TC-23-35 (Appendix A), unanimously
What is Vision Zero?
adopting a Vision Zero strategy to formally demonstrate its
Vision Zero is a strategy to
commitment. The resolution formally approves and adopts
eliminate
all traffic fatali es and
“a holistic strategy to achieve the policy goal of eliminating
severe injuries, while increasing
all traffic fatalities and severe injuries while increasing safe,
safe, healthy, equitable mobility
healthy, and equitable mobility for all.”
for all. Its principles dovetail with
While external agency partners are engaged via a steering
USDOT’s Safe Systems Approach,
committee to help develop this CSAP, implementation and
discussed in Chapter 6.
monitoring will rest entirely with Tribal leadership as
discussed in Chapter 7.
2.1 CSAP Steering Commi ee
Safety does not happen in a vacuum. A multi-jurisdictional highway network comprises the Tribe’s
NTTFI with different enforcement agencies and first responders reacting to incidents. A host of
neighboring towns and cities influence day-to-day travel patterns with essential links to schools,
healthcare, services, housing, employment, and more. Therefore, the Tribe enlisted key agency
partners to help develop this CSAP to ensure recommended strategies and concepts benefit
through partnerships with complementary local/regional safety initiatives.
Members from a host of external agencies and other Tribal departments were invited to take an
active role on the CSAP Steering Committee. Those marked with an asterisk opted to participate
at one or more milestones:
-
Trinidad Rancheria CEO and Administrative staff*
-
Trinidad Rancheria Tribal Council*
-
Trinidad Rancheria Tribal Programs*
-
Heights Casino*
-
Caltrans*
-
Humboldt County Association of Governments (HCAOG)*
-
Humboldt County Public Works Department*
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
-
City Manager for Trinidad*
-
McKinleyville Community Services District
-
California Highway Patrol
-
Cal Fire
-
Volunteer Fire Departments for Trinidad and Westhaven
-
Humboldt Transit Authority
The committee met at key milestones throughout the process, as discussed in Chapter 4.
3 Safety Analyses
Safety analysis is analysis of existing conditions and historical trends that provides a
baseline level of crashes involving fatalities and serious injuries across a jurisdiction,
locality, Tribe, or region. It includes an analysis of locations where there are crashes and
the severity of the crashes, as well as contributing factors and crash types by relevant road
users (e.g., motorists, pedestrians, transit users). Analysis of systemic and speci c safety
needs is also performed, as needed (e.g., high-risk road features, speci c safety needs of
relevant road users, public health approaches, analysis of the built environment,
demographics, and structural issues). To the extent practical, the analysis should include
all roadways within the jurisdiction, without regard for ownership. Based on the analysis
performed, a geospatial identi cation of higher-risk locations is developed (a high-injury
network or equivalent).
Throughout the analysis, safety is viewed through two different lenses:
A Reac ve perspec ve focuses
on historic crash clusters at
specific loca ons that suggest
underlying safety issues,
reac ng to observed
geographic trends.
A Systemic perspec ve takes a broader view
of underlying risk factors, looking system-wide
to target key crash types (e.g., pedestrian
strikes a er dark or sharp curves with 55+
mph speed limits) even at loca ons that may
not demonstrate recent crash clusters.
To understand safety concerns and systemic risk factors, analysts examined five years of recent
crash data for NTTFI routes comprising the Tribe’s highway network. The Transportation Injury
Mapping System (TIMS) database hosted by UC Berkley5 provided access to geospatial data for
each fatal and injury crash during 2018-2022.
5
Online at https://tims.berkeley.edu
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Considering all of Humboldt County, there were 2,642 fatal and injury crashes during the fiveyear analysis period, including 99 fatality collisions. Of these, 10% involved a pedestrian and 6%
involved a bicyclist, which represent vulnerable roadway users. Considering underlying factors,
most crashes were attributed to improper turning (26%), unsafe speeds (19%), and impaired
driving (16%).
Inconsistent and under-reported crash data is a recurring theme in the Tribal safety assessments,
making it difficult to accurately analyze trends, particularly on Tribal lands. To account for this
deficiency, conversations with local representatives (Chapter 4) provided anecdotal insights
about safety concerns. In addition, a pilot project is underway to develop a more consistent crash
reporting database for Tribes (Section 6.1.1).
3.1 Reported Crash Trends on Inventory Routes
Trimming TIMS crash records to only routes on the Tribe’s NTTFI network, there were 197 fatal
and injury crashes during the five-year analysis period, following the geographic distribution
shown in Figure 4.
The distribution of TIMS crashes by year, shown in Figure 3, is generally trending downward. The
pandemic in 2020 had long-lasting repercussions on travel patterns, skewing observed trends.
Also, 2022 showed the highest crash rate but data is still considered provisional within TIMS at
the time of this analysis.
Figure 3: NTTFI Crashes by Year
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Figure 4: 2018-2022 Fatal/Injury Crashes on Inventory Routes
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
3.1.1
Geographic Distribu on
Considering the geographic distribution of TIMS fatal and injury crashes, none occurred within
Tribal lands.
The highest concentrations occur along US 101 (115 of 197 incidents), which is the longest route
in the inventory and carries some of the highest traffic volumes. Crashes are fairly evenly
distributed along the length of US 101 north of Mad River but show clusters at the SR 200 (Bank
Road) and SR 299 interchanges.
Central Avenue through McKinleyville also exhibits high crash concentrations, particularly the 1.2mile stretch between Bates and Bartow roads—characterized by numerous driveways and cross
streets.
3.1.2
By Severity
By severity, nine crashes resulted in fatalities and the remaining 188 resulted in injuries.
Nine fatal crashes—shown as red dots in Figure 4—are distributed throughout the area but with
six along 28 miles of US 101 on the Tribe’s NTTFI network.
Injury collisions are further divided by severity: severe, visible, or complaint of pain. The
breakdown of crashes by severity along the NTTFI network is shown in Figure 5. Incidents
resulting in property damage only are not represented in this dataset; these crashes are
deemphasized under the Safe Systems Approach, prioritizing more severe incidents.
Figure 5: NTTFI Crashes by Severity
3.1.3
By Manner of Collision
As shown in Figure 6, the majority of crashes involved hitting an object (36.5%), followed by a
broadside collision with another vehicle (18.8%).
The high number of hit object crashes suggests a need for increased clear zones, principally along
US 101 where 61 of the 72 hit object crashes occurred. A clear zone is an unobstructed, traversable
roadside area that allows a driver to stop safely or regain control of a vehicle that has left the
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
roadway. Recommended clear zone design guidelines vary based on design speed, terrain, traffic
volumes and other factors. Where space is limited, guardrail can serve as a barrier to protect
motorists from adjacent steep slopes or fixed objects.
Considering crash types for fatality collisions, four involved a pedestrian strike, three involved a
hit object, and two were broadside.
Figure 6: NTTFI Crashes by Type
Considering the underlying violation (Figure 7) for fatality and injury crashes on NTTFI routes, the
most common factors were improper turning maneuvers (27%), unsafe speeding (24%), and
driving/cycling while under the influence (15%).
Figure 7: NTTFI Crashes by Violation
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
The roadway surface and light condition play a
role in performance as well.
While the majority of crashes occurred in
dry conditions, 27% of crashes occurred
on wet or icy roadways. The TIMS data
shows head on, hit object, and
overturned
crash
types
are
overrepresented in wet/icy conditions.
Though most crashes occurred during
daylight hours, 34% occurred after dark
and an additional 2% occurred at dawn
or dusk. Nighttime crashes can be
further subdivided between those
occurring on highways with streetlights
(14%) and highways without streetlights
(20%). The TIMS data shows hit object,
pedestrian, and “other” crash types are
overrepresented in dark conditions.
Two-thirds
of
pedestrian
strikes
occurred after dark though in most cases
streetlights were present.
3.1.4
By Unit Type
Additional statistics identify which unit types
were involved in each incident. Each is a focus
area in the current statewide Strategic Highway
Safety Plan.6
6
Bicyclists were involved in 13 of 197
crashes. The distribution is shown as
yellow dots in Figure 8.
Pedestrians were involved in 13 of 197
crashes. The distribution is shown as
blue dots in Figure 8. Eleven of these
pedestrian strikes were concentrated on
two routes: US 101 and Central Avenue.
Commercial vehicles were involved in
three of 197 crashes, each located along
US 101. The Strategic Highway Safety
Plan notes that “California has a
Online at https://dot.ca.gov/programs/safety-programs/shsp
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Figure 8: 2018-2022 Bike/Ped Crashes
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
significant number of commercial vehicles that transport goods from marine ports and
Mexico. Many crashes involving commercial vehicles are caused by passenger vehicles not
accounting for the time and ability that a commercial vehicle has to slow down or speed
up. Due to the size of trucks and buses, the severity of a commercial vehicle crash is often
substantial.”
Motorcycles were involved in ten of 197 crashes, seven located along US 101 or its ramps.
With little protection beyond a helmet, motorcyclists along with bicyclists and pedestrians
are typically considered vulnerable roadway users.
3.2 Scenic Drive Crashes
Knowing underreported crashes are a common concern for Tribal lands, the Tribe made a
concentrated effort in 2022 to engage with enforcement agencies—Humboldt County Sheriff’s
Office, California Highway Patrol, and the TIMS database referenced earlier—to collect data about
crashes, DUIs, and other related citations in support of a Tribal Transportation Safety grant
opportunity.
Shown in Figure 9, assembled data covers 2017-2022, focusing on Scenic Drive. Coordination
with these agencies identified 32 crashes over six years—six of which overlap TIMS records
discussed above—plus 25 other moving violations (i.e., DUI or reckless driving). Seven of the
records occurred on Trinidad Rancheria lands. Sixteen occurred along Scenic Drive between Main
Street in Trinidad and Cher-Ae Lane; this stretch of road provides primary access to the main
Tribal parcel.
This incident data should not be
considered exhaustive but provides 1) an
illustration about the limitations of
consistent crash reporting and 2)
objective evidence supporting anecdotal
input on Scenic Drive safety concerns.
Scenic Drive has been cited as a priority
safety concern in each Tribal safety study
prepared over the past two decades and
its improvement is one of the driving
needs supporting the US 101 Trinidad
Area Access Improvements Project
discussed in Section 6.2.1.
Figure 9: Scenic Drive Crashes per 2022 Grant Research
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
4 Engagement and Collabora on
Engagement and collaboration involve robust engagement with the public and relevant
stakeholders, including the private sector and community groups, that allows for both
community representation and feedback. Information received from engagement and
collaboration is analyzed and incorporated into the Action Plan. Overlapping jurisdictions
are included in the process. Plans and processes are coordinated and aligned with other
governmental plans and planning processes to the extent practicable.
With known limitations of crash reporting on Tribal lands, anecdotal input on safety concerns
from the community is a critical component in developing this CSAP. Throughout the course of
its development, the project team coordinated with Tribal leaders, community members, and
agency partners to identify areas of concern and potential improvement opportunities.
Engagement opportunities will continue throughout the process; the discussion below presents
an overview of meetings and comments received to date. Meeting summaries are arranged
chronologically in Appendix B.
In addition to facilitating new conversations, the CSAP process also included extensive review of
past transportation safety studies conducted by the Tribe and other local/regional initiatives to
promote safety. Each of these predecessors help define area needs and stakeholder/public
concerns. Additional details are discussed in the White Paper on Safety Trends.
4.1 March 2023 Kickoff Mee ngs
On March 21, 2023, a series of kick-off meetings
were held to engage with the project team, other
Tribal leaders, and interested Tribal community
members. Several existing safety issues were
identified alongside other LRTP emphases,
including:
Figure 10: March 2023 Tribal Kickoff Meeting
Pedestrian safety and geotechnical
stability along Scenic Drive.
Sidewalks needed along multiple roadways, especially those connecting Tribal parcels to
school bus stops.
Every transporta on safety
study the Tribe has
conducted over the past
decades emphasizes the
cri cal need for safety
improvements to
Scenic Drive.
Safe spaces for different modal users—including driving and
parked cars, pedestrians, and cyclists—accessing the pier and
Seascape restaurant.
Teh-Pah Lane on the Westhaven parcel is narrow and
often further constrained by on-street parking; improved
emergency access would be beneficial.
Numerous places along US 101 have unprotected steep
drop-offs.
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
4.1.1
Roadside vegetation is attractive but can present hazards for motorists: falling branches,
obstacles in clear zones, and flashes of sunlight through foliage impairing visibility.
Crowdsource Input Online
As part of the website launched in Summer 2023, an interactive crowdsourcing map collects public
comments, letting users drop a pin on the map to note transportation concerns related to one of
four preset categories: congestion, roadway design, safety, or other.
While the data collection website remains open for public comments as this plan is being
developed, 194 pins have been shared to date. Of the collected data through November 2024
(Figure 11), 134 pins represent concerns along Scenic Drive, specifically noting concerns about
slope failures, travel speeds, visibility, intersections, narrow widths, runoff, roadway departure
crashes, other modal users, gravel sections, and on-street parking/camping near beaches.
Figure 11: Crowdsource Data on Existing Transportation Needs as of October 2023
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Figure 12: Views of Scenic Drive
Overall, 137 of 194 survey pins (70%) represent safety issues. Besides Scenic Drive, safety
comments are clustered at the Harbor/pier property, the Trinidad Main Street interchange (Figure
13), and along narrow streets at the McKinleyville property.
Figure 13: Trinidad Interchange Area
4.2 February 2024 Tribal Coordina on
The project team held two meetings on February 21, 2024, to engage with the Tribal community
regarding the development of this CSAP. An afternoon session included Tribal leadership and
staff, followed by an evening session for the Tribal community.
Each session began with a review of the study's scope and an update on the current planning
status. Afterward, attendees explored potential systemic safety focus areas, enhancing limited
crash data with first-hand insights from the local community:
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Bicyclists and pedestrians are a special concern along Scenic Drive and crossing US 101.
People walk, bike, and run along Scenic Drive in all weather conditions and at all times,
even when visibility is limited by sun glare, rain, or darkness.
Impaired drivers (operating a vehicle under the influence of drugs or alcohol) and
distracted drivers pose similar risks on the roadway.
Roadway departure crashes—rough pavement conditions, ponding, and debris are
recurring concerns influencing these crash types.
Intersections, particularly at the US 101 interchange in Trinidad where several closely
spaced access points create confusion for motorists.
Discussion then shifted to potential project priorities, presented in Section 6.2.
4.3 May 2024 Steering Commi ee Mee ng
The Steering Committee meeting held its initial meeting May 1, 2024, to outline the CSAP process,
present existing safety data, and collect input on local needs/priorities. Group discussions were
organized around four topics, with the top-rated concerns in each listed below.
4.4 June 2024 Steering Commi ee Mee ng
A second Steering Committee meeting was held to discuss potential implementation strategies
(Chapter 6) and compare Tribal priorities alongside key safety strategies for other agency
partners.
HCAOG will begin developing its own CSAP this fall. Meanwhile, the City of Trinidad and
Humboldt County Public Works are in the beginning process of changing the functional
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
classification to reclassify Scenic Drive to an “On System Priority Road,” which will qualify it for
additional Federal Highway Administration (FHWA) funding opportunities.
4.5 November 2024 Public Mee ng
The project team hosted a public open
house meeting on November 6, 2024, with
afternoon and evening sessions. Meetings
were advertised via direct mailing postcards
to 1,500+ residents, social media campaigns,
posters in local gathering places,7 the project
website, and email blasts.
Most conversations during the open house
focused on Scenic Drive and impacts
associated with the proposed interchange,
both of which are addressed as part of the
ongoing US 101 Trinidad Area Access
Improvements Project. Other topical themes included:
Figure 14: November Public Input
-
The Tribe offers a variety of services, particularly focused on elder needs, that are open to
the larger community. Accessible, convenient transit connections are especially needed.
-
Despite a legacy of discrimination, the Tribe has made—and continues to make—
significant investments that benefit the local economy and quality of life for its neighbors.
-
Some of the survey questions can be interpreted in different ways; responses may reflect
confusion.
A survey was distributed to in-person attendees and posted on the study website with a 4+ week
comment period. In total, ten responses were collected. A similar survey was distributed at the
September Sovereigns Day festival with 16 forms returned.
All ten responses agreed (60%) or strongly agreed (40%) with Vision Statement language. The
highest rated project priorities were US 101 Trinidad Area Access Improvements Project, safety
improvements along Scenic Drive, and improved transit services. Written-in comments focused
on the need for increased bike/pedestrian mobility and elder access to services. Additional
information is summarized in Appendix B alongside other meeting summaries.
7
Posters displayed at Seascape restaurant, the City of Trinidad office, three local grocery stores, two post
offices, a library, and a park.
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
5 Equity Considera ons
Equity considerations include plan development using inclusive and representative
processes. Underserved communities are identi ed through data and other analyses in
collaboration with appropriate partners. Analysis includes both population characteristics
and initial equity impact assessments of the proposed projects and strategies.
Safety and equity considerations are a long-standing concern for Indian Country; systemic racism
has cast its shadow across every aspect of everyday life at the individual, community, and
population levels. Over the past 5-6 years, equity is moving to the forefront of federal policies to
begin to have an open, candid conversation about minoritized populations, disproportionate
opportunities, disinvestment, and fair representation. Many research studies are underway to
understand and document the problem, to identify causalities, and to explore opportunities to
improve.
One 2023 research report8 states: “the United States has a complex relationship with [its Native
American and Alaska Native] population. A critically important aspect is that the 574 federally
recognized tribes are sovereign nations and have a formal nation-to-nation relationship with the
U.S. government with a trust responsibility that has not been fully upheld. The traumas that have
unfolded over generations have resulted in untold cumulative harm, the effects of which are still
being felt.” While the research focuses primarily on health equity, the conclusions address and
apply to transportation infrastructure as well: “The lack of oversampling of underrepresented
racial, ethnic, and tribal populations in national health surveys and other relevant federal data
collection efforts…limits the availability of reliable data, and therefore meaningful action, by
federal programs, researchers, and advocates to advance health equity for these communities.”
The Transportation Research Board’s 2021 Racial Equity Addendum to Critical Issues in
Transportation9 identifies several research opportunities as national trends continue to evolve,
such as how transportation connectivity, infrastructure, and modal opportunities affect access to
employment, health care, education, healthy food, and other opportunities—particularly by
people of color. Other suggested topics explore equitable measures to engage with traditionally
underserved communities, to coordinate projects/programs between multiple jurisdictions, and
enforcement bias. One section of the briefing is dedicated to Tribal transportation equity:
NATIVE AMERICAN LANDS AND COMMUNITIES OFTEN FACE RESTRICTED MOBILITY, ISOLATION, AND
UNDERDEVELOPED INFRASTRUCTURE INCLUDING ROADS , BRIDGES, AVIATION, INTERNET CONNECTIVITY,
AND ELECTRICITY. THESE ACCESS AND MOBILITY SHORTCOMINGS CONTRIBUTE TO THE HEALTH ,
EDUCATION, SOCIAL WELFARE, AND ECONOMIC DEVELOPMENT DEFICITS OF MANY TRIBAL LANDS AND
COMMUNITIES. HOWEVER, TRANSPORTATION ISSUES, LIKE MANY OTHER ISSUES, ARE DIFFERENT FOR
NATIVE AMERICANS THAN OTHER COMMUNITIES OF COLOR, IN PART BECAUSE OF THE SOVEREIGN STATUS
OF TRIBES AND THEIR LANDS. NATIVE AMERICANS LIVING ON TRIBAL LANDS AND RESERVATIONS FACE
STRUCTURAL AND POLITICAL IMPEDIMENTS TO THE DEVELOPMENT , EFFICIENT OPERATION, AND
8
National Academies of Sciences, Engineering, and Medicine. 2023. Federal Policy to Advance Racial, Ethnic,
and Tribal Health Equity. Washington, DC: The National Academies Press. https://doi.org/10.17226/26834.
9
National Academies of Sciences, Engineering, and Medicine. 2021. Racial Equity Addendum to Critical
Issues in Transportation. Washington, DC: The National Academies Press. https://doi.org/10.17226/26264.
20
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
GOVERNANCE OF THEIR TRANSPORTATION INFRASTRUCTURE .
WHILE THE REASONS FOR THESE
IMPEDIMENTS AND THE RESULTANT LACK OF ACCESSIBILITY NEED TO BE BETTER UNDERSTOOD TO DEVELOP
EFFECTIVE REMEDIES, THEY REMAIN AN UNDERSTUDIED AREA OF RESEARCH, BOTH WITHIN AND OUTSIDE
THE TRANSPORTATION DOMAIN.
THE DISTINCT NEEDS OF NATIVE AMERICAN PEOPLE AND TRIBES NEED TO BE BETTER UNDERSTOOND BY
TRANSPORTATION DECISION MAKERS. EQUITABLE PROVISION OF TRANSPORTATION IS A VEXING PROBLEM
FOR NATIVE AMERICANS MUCH AS IT IS FOR OTHER COMMUNITIES OF COLOR AND UNDERREPRESENTED
RACIAL GROUPS; HOWEVER, DIFFERING CIRCUMSTANCES PRESENT DIFFERENT POLICY AND PROGRAM
DELIVERY REQUIREMENTS AND OPPORTUNITIES . A STARTING POINT FOR RESEARCH TO INFORM POLICY
CHOICES WILL BE TO IDENTIFY THE KINDS OF DATA THAT ARE UNIQUELY NEEDED TO ADDRESS EQUITY
ISSUES RELATED TO TRIBAL LANDS AND COMMUNITIES TO BRING ABOUT AND MANAGE HIGH -PERFORMING
MODERN TRANSPORTATION SYSTEMS.
By taking the lead to develop this CSAP and intentionally directing engagement opportunities
(Chapter 4) towards the traditionally underserved Tribal community, Trinidad Rancheria
leadership is embracing an inclusive, consensus-built approach to equity to ensure its voices are
heard and its needs are fairly met.
5.1 Demographic Makeup of the Cher-Ae Heights Indian Community
As of December 2024, the Tribe has 282 enrolled members with about 100 living on Tribal lands.
For comparison, American Community Survey (ACS) 2021 estimates from the US Census Bureau
show a population of 116 associated with the Reservation and Trust lands, representing 40
households. Key socioeconomic metrics are summarized in Table 1, alongside thresholds for
Humboldt County and the city of Trinidad for comparison. As shown, the Tribal population tends
to be less affluent, with lower educational attainment and higher disability rates than the
encompassing county or adjacent city.
Table 1: 2021 ACS Demographic Estimates
Metric
Population
Race: Native American
Age: 65+ Years
High School Graduate or Higher
With a Disability
Civilian Unemployment Rate
Median Household Income
Per Capita Income
Families below Poverty Level
Zero-Car Households
Trinidad
Rancheria
116
73%
14%
83%
25%
16.3%
$34,688-$46,964*
$18,096-$21,220*
N/A
8%
* Statistics reported separately for Reservation and Trust Lands
21
City of
Trinidad
307
8%
35%
100%
20%
7.2%
$76,705
$57,408
N/A
2%
Humboldt
County
137,014
4%
18%
91%
17%
9.4%
$53,350
$31,044
11%
7%
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Further, Caltrans launched its Transportation Equity Index screening tool10 to identify
transportation-based priority populations at the Census block level—highlighting geographic
areas burdened by the existing system or facing the greatest gaps in multimodal access. Outside
the Harbor area, Tribal properties flag in the mapping tool for access to destinations screenings,
i.e., poor accessibility to public transit access and bicycle/pedestrian infrastructure. Rancheria
lands also meet the definition of “disadvantaged communities” per Senate Bill 535.
6 Ac onable Strategies for Improving Safety
Policy and process changes include assessment of current policies, plans, guidelines,
and/or standards (e.g., manuals) to identify opportunities to improve how processes
prioritize transportation safety. The Action Plan discusses implementation through the
adoption of revised or new policies, guidelines, and/or standards, as appropriate.
Strategy and project selections include identi cation of a comprehensive set of projects
and strategies—shaped by data, the best available evidence and noteworthy practices,
and stakeholder input and equity considerations—that will address the safety problems
described in the Action Plan. These strategies and countermeasures focus on a Safe
System Approach and effective interventions and consider multidisciplinary activities. To
the extent practicable, data limitations are identi ed and mitigated. Once identi ed, the
projects and strategies are prioritized in a list that provides time ranges for when the
strategies and countermeasures will be deployed (e.g., short-, mid-, and long-term
timeframes). The list should include speci c projects and strategies, or descriptions of
programs of projects and strategies, and explains prioritization criteria used. The list should
contain interventions focused on infrastructure, behavioral, and/or operational safety.
In 2022, USDOT formally adopted the Safe Systems Approach, a paradigm shift to anticipate
human mistakes and proactively incorporate layers of protection to reduce risk and the severity
of outcomes. The approach is built around six principles and five elements, outlined in Figure 15.
Whereas traditional road safety strives to modify human behavior and prevent all crashes, the
Safe System approach refocuses design and operation on anticipating human mistakes and
lessening impact forces to reduce crash severity and save lives. It also emphasizes shared
responsibility: everyone—from government agencies, industry, and advocacy groups to road
users and the general public—has a role to play in prioritizing safety.
10
Online at https://dot.ca.gov/programs/esta/race-equity/eqi
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Figure 15: Safe Systems Approach
Strategies to improve safety are organized into three categories in this Plan:
Systemic
Countermeasures to
address key emphasis
areas, targe ng
common crash types
across the en re Tribal
network
Priority Projects to
mi gate crash
concentra ons or
anecdotal safety
concerns at specific
loca ons
Policy and Process
Considera ons to
inten onally
incorporate a
programma c safety
mindset throughout
transporta on
decision-making
6.1 Emphasis Areas & Countermeasures
Reviewing previous Tribal project-specific safety plans and other agencies’ programmatic safety
strategies reveals a collection of potential emphasis areas for consideration. Table 2 compares
common safety emphasis areas explicitly mentioned in studies by more than one jurisdiction.
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Table 2: Safety Emphases from Previous Planning Documents
Tribe
●
●
User Type
Target Area
Vision Zero Pledge
Bicyclists/Pedestrians
Aged Drivers
Young Drivers
Emergency Responders
Other Modes of Travel
Distracted Driving
Impaired Driving
Occupant Protection
Speeding
Crashes at Intersections
Lane or Roadway Departures
Consistent Crash Reporting
County
●
●
●
●
●
State
●
●
●
●
●
Behavior
●
●
●
●
●
●
●
Other
●
●
Federal
●
●
●
●
●
●
●
●
●
●
●
●
●
Summarized in Figure 16 and Figure 17, Input from agency partners in May 2024 highlighted
similar top priority emphases.
Young Drivers
Other
Unprotected occupants
Aggressive Drivers
Aged Drivers
Work zone safety
Distracted Drivers
Impaired Drivers
Vulnerable Roadway Users
0
2
4
6
8
Figure 16: Agency Priorities for User Type Safety Emphasis Areas
24
10
12
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Pavement width
Speeds
Crosswalks/Sidewalks
Pavement condition
Intersections
Striping/Signage
Lighting
Alignment elements
Clear zones/guardrail
Other
0
1
2
3
4
5
6
7
8
9
Figure 17: Agency Priorities for Safety Emphasis Areas related to Roadway Design
Limitations with crash reporting complicate a data-driven correlation between recent crash history
and potential emphases areas listed above. Anecdotal observations and robust communication
with day-to-day system users can help overcome these limitations and prioritize strategies
moving forward.
Considering each of these sources, four main focus areas emerged as recurring themes:
Data Management
6.1.1
Vulnerable Users
Impairment
Speed Management
Tribal Crash Database
The first focus area corresponds to the top-priority emphasis area identified in the 2014 Tribal
Transportation Safety Plan. The plan states, “There is an almost complete lack of data on crashes,
fatalities, and injuries that occur in and around the Trinidad Rancheria parcels. It is known that
many accidents are unreported due to the remote locations and discrepancies in jurisdictional
authority.” The 2014 plan established a goal to “Improve the collection and availability of crash
data on the Rancheria’s roadways and nearby roadways to improve the effectiveness of future
safety efforts.”
To this end, the Tribe pursued and was awarded Tribal Transportation Program Safety Funds to
implement a National Tribal Crash Management System. A concurrent effort at NHTSA
produced the Tribal Crash Reporting Toolkit. 11 This effort will produce a Tribal Crash Reporting
11
Online at https://www.tribalsafety.org/tribal-crash-reporting-toolkit
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Toolkit, version 2.0, which builds upon existing tools by improving the user interface, integrating
analysis reports, and working with Tribes to implement the products. It will be easy to use, more
responsive to the needs of decision makers, and will help Tribes increase the safety of
transportation networks by determining with greater precision where and how transportation
safety needs to be improved. The system will support new, robust approaches to roadway safety
like systemic safety studies, which help to determine how to distribute low-cost treatments such
as rumble strips and high visibility signage over high-risk elements of the roadway system. The
system will also allow contributing factors analysis and the identification of high-crash locations.
From the primary interface (Figure 18), users can enter crash reports for individual incidents,
export data to share with other agencies/platforms, run analysis tools to identify risk factors
overrepresented in statistical trends, generate crash tree diagrams, assess internal data
management practices, and more.
Figure 18: User Interface and Screenshots from new Tribal Crash Management System
Despite the known disparities in crash data and the heightened risk faced by Native Americans,
many competitive grants depend on data-driven analyses to demonstrate merit. Therefore,
consistent and reliable access to crash data is crucial to ensure an equitable footing. Beyond
funding, accurate reporting also supports better need-based decision-making, helping to inform
safety priorities and target the most effective countermeasures.
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
6.1.2
Vulnerable Roadway Users
The second focus area, which was underscored in every Tribal community meeting and received
unanimous support from agency partners, protects the most vulnerable roadway users:
pedestrians and bicyclists. Previous planning documents prepared by the Tribe—including the
2006 LRTP and 2011 Community-based Comprehensive Plan—affirm the Tribe’s support for active
transportation. The 2006 document establishes a goal to “create a transportation system that
provides inter-community and intra-community non-motorized pedestrian and safety travel
throughout the Rancheria” with supporting policies to eliminate barriers, promote education and
enforcement programs, and pursue additional funding.
Crash data also supports this focus area: 10% of fatal/injury crashes in Humboldt County over the
last five years involved pedestrians and 6% involved cyclists. There were four pedestrian fatalities
on the Tribe’s NTTFI network over the same duration.
Pedestrian safety emerges as a top priority in each of the past safety plans prepared by the Tribe
over the past decades and is mirrored in the City of Trinidad’s Local Road Safety Plan (2022),
Humboldt County’s VROOM Regional Transportation Plan, and throughout both state and federal
safety strategies. The city’s 2022 plan identifies a pedestrian education campaign as one of its
non-engineering strategies, along with public interest in city-wide bike lanes and a multi-use path
along Scenic Drive.
Streets within Tribal boundaries tend to be low-speed, narrow facilities providing direct access to
adjacent properties. Aside from trails on Trinidad Head and sidewalks on select streets accessing
the harbor, there are no dedicated pedestrian or cyclist spaces so users must share the road with
motor vehicles. Improvements on the main parcel as part of the US 101 Trinidad Area Access
Improvements Project will address this deficiency, discussed in Section 6.2.1.
There are numerous proven safety countermeasures to promote bicycle and pedestrian safety—
including project-specific efforts discussed in Section 6.2. At a systems level, this CSAP
recommends the following measures:
The Tribe should consider developing/adopting a Complete Streets Policy to promote
inclusion and safe access for all roadway users, including but not limited to cyclists and
pedestrians.
Separated pedestrian walkways are a FHWA proven safety countermeasure, focusing on
defining dedicated spaces away from traffic. This can include sidewalks, shared use paths,
or roadway shoulders. FHWA’s Pedestrian Safety Guide and Countermeasure Selection
System12 summarizes the latest information with online tools to inform countermeasure
selection.
Caltrans Complete Intersections guide13 outlines measures to make different intersection
types safer for cyclists and pedestrians. While each location is unique, shorter crossing
lengths, slower travel speeds (Section 6.1.4), and better visibility are key themes.
12
13
http://www.pedbikesafe.org/PEDSAFE/
https://dot.ca.gov/programs/safety-programs/proven-safety-countermeasures/countermeasures
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
6.1.3
Impaired Driving
Targeting impaired drivers is cited as a priority at the state and federal level and was a highly
rated need during May 2024 conversations with agency partners. Based on 2018-2022 TIMS
records, 15% of fatal and injury crashes on NTTFI routes involved drugs or alcohol compared to
18% countywide. Coordination with local law enforcement agencies also identified several DUI
violations: five in the city plus one on the main Tribal parcel.
The Steering Committee also suggested distracted driving be considered alongside impairment
as strategies are related, relying heavily on public education and awareness. Limited information
to track distracted driving trends can be assessed through TIMS data.
The Tribal Motor Vehicle Injury Prevention Best Practices Guide14 identifies six strategies to reduce
fatal and injury crashes related to impaired driving, most of which are applicable to larger Tribes:
legislation, checkpoints, in-vehicle monitors, and mass media campaigns.
Without an in-house police force, the Tribe must rely on other jurisdictions for enforcement
efforts. California’s Highway Safety Office published its 2022 Impaired Driving Plan15 with a
collection of strategies and best practices from law enforcement, prosecution, toxicology,
licensing, education, and outreach efforts. The plan provides a strategic direction for continued
discussion and evaluation of measures taken to reduce impaired driving. A selection of
community education strategies (Table 3) should be considered for implementation by the Tribe,
potentially in partnership with other Tribal services and/or nearby jurisdictions.
Table 3: Community Engagement Strategies
Develop robust social media to
support events, relevant partner
initiatives, and enforcement
periods.
Plan and conduct community
outreach events to generate
awareness of the dangers and
consequences of impaired
driving.
Engage with sports and event
venues, festivals and other
public gatherings for safe
driving programs.
Establish relationships with
healthcare providers to provide
information on driving under
the influence of over the counter
and prescription medications
and illicit drugs.
Collaborate with law
enforcement to publicize high
visibility enforcement through
media relations and tactics.
Create alternative transportation
programs to encourage a sober
ride home.
6.1.4
Speed Management
Complementing the systemic countermeasures above, encouraging motorists to travel at speeds
appropriate for the roadway’s context can have a substantial impact on overall safety. USDOT
reports 28% of fatal crashes and 13% of injuries were speed-related nationally in 2021, increasing
14
https://www.cdc.gov/tribal-road-safety/media/pdfs/TMVIP_Best-Practices_Guide_2016-a.pdf
Online at https://www.ots.ca.gov/wp-content/uploads/sites/67/2022/11/2022-CA-Impaired-DrivingPlan.pdf
15
28
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
compared to prior years. Based on 2018-2022 TIMS records, 24% of fatal and injury crashes on
NTTFI routes involved unsafe speeding.
Figure 19: Correlation between Speed and Crash Severity
USDOT’s Safe System Approach for Speed Management16 describes the latest tools,
considerations, and best practices to implement speed management strategies. The framework
to enact change includes five steps: establishing a consensus-driven vision, collecting data,
prioritizing sites, and selecting countermeasures, followed by monitoring/evaluation. Applicable
strategies include:
At high crash/severity locations, consider both lowering speed limits and
implementing traffic calming measures, or providing separation for pedestrians and
bicyclists if vehicular movement is necessary.
Lower speeds in urban environments promote physical activities such as walking and
cycling. Lower speed limits also improve accessibility and equity of access to the
transportation system. Creating environments where all people feel safe further helps
to make a public network accessible to all members of the community.
Set speed limits by incorporating the needs of all road users rather than focusing on
vehicle operating speeds.
Behavioral treatments include increased speed limit sign density, speed feedback
signs, traditional or automated enforcement, and speed safety cameras—a proven
safety countermeasure.
Caltrans also published a Traffic Calming Guide17 that lists a host of strategies to safely
manage speeds. Specific measures include signing/striping, roundabouts, closures/access
management, reducing lane widths or turning radii, vertical elements, on-street parking,
aesthetic treatments, chicanes, and more. Measures should be considered on a case-by-case
basis as individual project development efforts progress since each location is unique with no
one-size-fits-all solution. The importance of these measures should be discussed in the
recommended Complete Streets Policy as well.
16
17
https://highways.dot.gov/sites/fhwa.dot.gov/files/Safe_System_Approach_for_Speed_Management.pdf
https://dot.ca.gov/programs/safety-programs/traffic-calming
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
6.2 Priority Projects
Previous Tribal transportation plans highlight the importance of addressing specific safety
concerns along Scenic Drive, Westhaven Drive, Archer Road, Cher-Ae Lane, and US 101.
The 2012 Roadway Safety Audit examines road safety needs on the Main
and Westhaven properties alongside Scenic and Westhaven drives.
Maintenance and striping repairs are recommended, followed by long-term
reconstruction/widening. Steep side slopes and slope failures are a recurring
concern: the report notes that Scenic Drive “has many safety issues,
especially south of the casino, including landslide areas, poor pavement
conditions, steep drop-offs, narrow road sections, worn striping, poor sight
distances, lack of guardrail and single lane sections. The road provides
spectacular views of the beach and Pacific Ocean but has few vehicle
turnouts.”
The 2014 Safety Plan affirms the Tribe’s commitment to “reduce the number
of injuries and improve the overall safety of its transportation system.” It
outlines a vision for improved safety built around ten emphasis areas: data
management, education, and specific sites that represent safety concerns,
especially for cyclists and pedestrians. Partnerships with various local, county,
state, and federal agencies are acknowledged.
As part of the 2014 plan, the Tribe conducted a community survey to collect
opinions about unmet safety needs within Tribal boundaries. The lack of
safe pedestrian walkways and delays in emergency response services were
among the top transportation safety concerns. Scenic Drive, Westhaven
Drive, and Archer Road were cited as safety concerns, particularly for cyclists
and pedestrians. Most responses (68%) also deemed transit services
inadequate.
A 2017 Safety Assessment by UC Berkley reaffirmed several of the
emphasis areas in the 2014 safety study. A multi-disciplinary team reviewed
crash data, coordinated with Tribal leaders, and conducted field visits to
identify safety concerns and potential policy and engineering solutions.
Potential safety improvements include measures to enhance bike/ped
safety, lighting, wayfinding, and intersection safety.
The following transportation safety needs and deficiencies have been identified on or adjacent to
Tribal lands, representing potential future projects that may warrant development over the 20year planning horizon. Items noted in bold are already being addressed via active projects at
various stages in the project development process. Most include a safety component, if not
explicitly identifying it as the core Purpose and Need.
30
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Main Parcel
US 101 Trinidad Area Access Improvements Project
Repairs/maintenance on Pa Pah Lane, Ter Ker Koo Lane, Wa-Ray Road, and Unnamed
Route 508
Smaller scale safety improvements on Scenic Drive: improve clear zone, consider highfriction pavement, add warning signs, install centerline rumble strips
Traffic calming measures for Tribal Services parking lot
Harbor
Better define traffic and pedestrian flows on Bay Street and adjacent parking areas.
Better define parking areas and increase enforcement
Address bluff stability at Ue-Kwe’Won Beach below Lighthouse Road and vacation rental
property
Westhaven/Trillium
Turnaround for Teh-Pah Lane to support emergency access
Increased sidewalk connections at Westhaven/Trillium properties
McKinleyville
Archer Road Widening
Repairs/maintenance and widening for LaRay Lane
New alignment connection between Archer Road and Twe-Goh Court
Increased sidewalk connections at McKinleyville
Everywhere
Expanded transit services
6.2.1
US 101 Trinidad Area Access Improvements Project
One of the highest safety priorities, both today and for the past few decades, is to provide safe
and reliable access to the main parcel. The proposed project aims to enhance access to the main
parcel of the Trinidad Rancheria by creating a new interchange and improving Scenic Drive. These
improvements will address the geotechnical instability of the coastal bluff, the lack of bike and
pedestrian facilities, and the limited access from US 101. Additionally, enhancements to US 101
will extend from postmile 99.6, south of the proposed new interchange. Design and environmental
investigations are currently underway, evaluating costs and benefits between different build
alternatives. One of the proposed alternatives being considered (Figure 20) would create a
diamond-style interchange with the freeway, providing direct access to the main parcel.
31
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Figure 20: Rendering of Proposed Interchange Concept
The project includes a series of roundabouts, a proven safety countermeasure to decrease crashes
by reducing potential conflict points and to reduce the severity of crashes. Besides improving
safety, roundabouts also promote efficient traffic flows, reducing stops, delays, and queue lengths.
A network of multi-use paths is included with the project, to promote safety and modal choices.
These facilities pair well with transit service, providing convenient connections to popular
origins/destinations. The closest transit stop today is at the Trinidad park and ride lot, a 0.9-mile
walk along narrow, unlit Scenic Drive (discussed below) to access government services and critical
infrastructure.
With the change in access from the proposed interchange, Cher-Ae Lane takes on a Main Street
feel, shifting the main property entrance from Scenic Drive to the new interchange. As discussed
in the 2011 Comprehensive Plan, this is intended to complement changing development patterns:
Redefine existing administrative offices to become a “village center” complex with office
space and other community-oriented facilities like a community center, library, group
kitchen, cultural center/museum, gym, and/or outdoor ceremony areas.
Create a new gas station/convenience store and/or charging stations for electric vehicles.
Construct a new hotel; project development efforts to construct the new facility between
the casino and Scenic Drive are ongoing.
Create an RV park to offer additional accommodation options for overnight visitors.
Beyond the proposed interchange, Scenic Drive provides sole access to the Tribe’s government
services and critical infrastructure. Despite its crucial role, the road experiences significant
32
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
geological instability, has a narrow width and poor stopping/passing sight distance that limit safe
use by different modal users, and is plagued by pavement slips/slides and closures. The project
includes large-scale reconstruction of Scenic Drive from Main Street to approximately 200 feet
south of Cher-Ae Lane. Reconstructed Scenic Drive will provide 11-foot lanes, 2-foot shoulders,
and an 8-foot multi-use path. Retaining walls will be necessary along significant portions of the
road to stabilize bluffs and allow for uphill cuts. As Scenic Drive is a piece of the 1,200+ mile
California Coastal Trail, improved bicycle and pedestrian mobility will add value to the larger
network beyond supporting local trips.
Figure 21: Renderings of Scenic Drive Proposed Improvements
6.2.2
Priori za on
Potential safety projects were identified as high, medium, or low priorities based on a number of
factors, including:
Does the proposed improvement address a data-driven transportation safety need? This
can include reported crashes, anecdotal input, past studies, stability/maintenance
concerns, etc.
Does the proposed improvement address a safety concern identified through community
engagement measures?
How many Tribal members will benefit from the proposed improvement? For example,
does the roadway serve a few houses or critical access to infrastructure/services?
Is the proposed improvement consistent with the Tribe’s future vision for its transportation
system, land use, and environmental setting?
Is it included in the current Tribal Transportation Improvement Program (TTIP)? Is there
available funding to advance towards the next stage of the project development process?
Is the proposed improvement constructable?
Is the proposed improvement contained within Tribal lands or does it require coordination
with outside agency partners?
Is the project likely to face public opposition or other controversy?
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2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
Prioritized improvement projects are summarized in Table 4.
Table 4: Prioritized Projects
High Priorities
Medium Priorities
Low Priorities
US 101 Trinidad Area Access
Improvements Project
Smaller scale Scenic Drive safety
improvements
Planning to expand transit
services to all Tribal parcels
Striping for Bay Street/parking
areas at Harbor
Address bluff stability at UeKwe’Won Beach/Lighthouse Road
Increased sidewalk connections at
Westhaven, Trillium, and
McKinleyville parcels
Traffic calming measures for
Tribal Services parking lot
Repairs on Wa-Ray Road
Turnaround for Teh-Pah
Lane
Archer Road Widening
New connection between
Archer Road and Twe-Goh
Court
Repairs on Pa Pah Lane
Repairs on Ter Ker Koo Lane
Repairs on Unnamed Route
508
Repairs and widening for
LaRay Lane
6.3 Policy and Process Considera ons
As a relatively small Tribe with a NTTFI network comprised of roadways maintained by different
agencies, collaboration with nearby agency partners is critical.
Simultaneously, sovereignty and self-determination must be inherent in every element of the
process. As stated in the 2006 LRTP:
TRIBAL SELF-DETERMINATION IS A GOAL OF THE TRINIDAD RANCHERIA IN ALL TRANSPORTATION
PLANNING AND TRANSPORTATION INFRASTRUCTURE MAINTENANCE /DEVELOPMENT DECISIONS AS WELL
AS THE PROTECTION OF TRIBAL SOVEREIGNTY. TRIBAL SOVEREIGNTY AND SELF-DETERMINATION IS THE
RIGHT OF A PEOPLE TO DECIDE THEIR OWN DESTINY, THE LAWS THAT GOVERN THEM, HOW THEIR
CHILDREN SHOULD BE EDUCATED AND HOW TO DRIVE THEIR ECONOMY AND THE RIGHT NOT TO BE
IMPOSED UPON BY ANOTHER GOVERNMENT. RELATED TO THIS GOAL IS THE NEED OF ALL COUNTY, STATE,
AND FEDERAL GOVERNMENT AGENCIES TO ACKNOWLEDGE AND RESPECT THE TENETS OF TRIBAL TRUST
AND GOVERNMENT-TO-GOVERNMENT RELATIONSHIPS IN ALL INTERACTIONS WITH THE TRINIDAD
RANCHERIA. EXECUTIVE ORDER 13175 STATES THAT ANY FORMULATION OR IMPLEMENTATION OF
POLICIES THAT AFFECT U.S. TRIBES BY FEDERAL AGENCIES MUST RECOGNIZE INDIAN TRIBES AS DOMESTIC
DEPENDENT NATIONS THAT POSSESS THE RIGHT TO SELF -GOVERNMENT AND INHERENT SOVEREIGN
POWERS. THEREFORE, ANY INTERACTION BETWEEN TRIBES AND THE U.S. GOVERNMENT MUST TAKE PLACE
ON A “GOVERNMENT-TO-GOVERNMENT” BASIS IN WHICH TRIBAL SOVEREIGNTY AND SELFDETERMINATION ARE RECOGNIZED AND RESPECTED . AS A GUIDING PRINCIPLE IN THESE GOVERNMENTTO-GOVERNMENT RELATIONS, “THE FEDERAL GOVERNMENT SHALL GRANT INDIAN TRIBAL GOVERNMENTS
THE MAXIMUM ADMINISTRATIVE DISCRETION POSSIBLE,” MEANING THAT TRIBES ARE ENCOURAGED TO
DEVELOP THEIR OWN POLICES TO ACHIEVE THEIR OWN PROGRAM OBJECTIVES AND THAT THE U.S.
GOVERNMENT WILL DEFER TO INDIAN TRIBES TO ESTABLISH STANDARDS.
34
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
It is essential the Tribe continue fostering relationships with other transportation agencies and
advocating for equity at both policy and project levels.
At the state level, the Trinidad Rancheria holds a seat on the Caltrans Native American Advisory
Committee (NAAC). Meeting quarterly, the NAAC provides a framework for tribal leaders and
high-level Caltrans management to engage on a wide variety of transportation programs, policies,
and projects, while also providing an opportunity to further Government-to-Government
relationships.
Regionally, the Tribe has representation on HCAOG’s Technical Advisory Committee regarding
regional transportation planning issues. The Tribe is also a member of the North Coast Tribal
Transportation Commission (NCTTC). The NCTTC consists of 11 tribes within Humboldt and Del
Norte Counties. The NCTTC holds a seat on the state’s Active Transportation Program Technical
Advisory Committee to assist in the formulation of equitable guidelines for Active Transportation
Projects and holds monthly meetings "to promote safe and efficient modes of transportation,
improve transportation, identify transportation needs, and advocate for transportation issues of
tribal communities throughout Humboldt and Del Norte Counties. It aims to collaborate on issues
between all Native American tribes and solve problems concerning transportation issues among
Humboldt and Del Norte County tribes."
Internally, safety is a key consideration throughout every decision, not just for transportation.
Tribal leaders work to ensure investments balance short- and long-term member needs, fiscal
resources, environmental stewardship, and more. Regular meetings with Tribal Council and across
all departments and programs promote holistic, informed decision-making.
7 Implementa on and Next Steps
Progress and transparency is a method to measure progress over time after an Action Plan
is developed or updated, including outcome data. It’s a means to ensure ongoing
transparency is established with residents and other relevant stakeholders. The approach
must include, at a minimum, annual public and accessible reporting on progress toward
reducing roadway fatalities and serious injuries and public posting of the Action Plan
online.
Following a public comment period on this draft CSAP and any resultant revisions, the Plan will
go to Tribal Council for review and formal adoption.
Once Council adopts this CSAP, implementation of action strategies will be overseen by the
Implementation Team—comprised of the Tribe’s Chief Executive Officer, Chief Financial Officer,
Executive Manager, and Transportation Department. The intent is to regularly reassess and update
this CSAP as conditions change to ensure recommendations remain relevant and consistent with
current conditions.
35
2024 Comprehensive Safety Action Plan for the Trinidad Rancheria
The following outcomes will be measured annually and reported by the Implementation Team:
Description
Apr 2025 Outcome
Metric: Publication of the Tribal Crash Database
Measure: In Progress, Completion Date
Expect delivery by
June 2025
Metric: Minimize crashes on Tribal lands
Measure: Number of reported crashes by severity
0 fatal/injury, 4 PDO
Metric: Improve transportation safety on Tribal lands
Measure: Number of other traffic violations on Tribal lands
Per 2018-2022 Data
Per 2018-2022 Data
2 DUI
Metric: Improve transportation safety on Tribal lands
Measure: Invested TTSP, SS4A, or HSIP funds on safety projects?
FY2024: Yes
Metric: Adoption of Complete Streets Policy
Measure: In Progress, Adoption Date
In progress
Metric: Adoption of Vision Zero Policy
Measure: Target Date
2023 Resolution
2032 Target
Metric: Incorporate dedicated facilities for vulnerable roadway users
Measure: Total centerline mileage of sidewalks, trails, bike lanes,
shared use paths, and similar facilities on Tribal lands
36
0.0 mi
Appendix A
Vision Zero Resolution
Appendix B
Meeting Summaries
Long Range Transportation Plan
Kick Off Meeting
Tuesday, March 21, 2023
The project team held three meetings on March 21, 2023, to kick off a set of transportation
planning efforts: the Long‐Range Transportation Plan and Comprehensive Safety Action Plan.
Three meetings were held in the Trinidad Rancheria back house:
10 AM, Leadership briefing with 7 attendees
2 PM, Department heads with 19 attendees
6 PM, Tribal community with 14 attendees
Each included an overview of the studies, followed by group discussions to define a 2045
Transportation Vision. Previous studies and current county/regional plans were assessed to
serve as a baseline for discussions, building primarily from the Trinidad Rancheria 2011
Comprehensive Plan. Vision discussions were organized around seven themes: Land
Use/Housing, Economic Vitality, Sustainability/Resiliency, Safety and Health, Roadways, Active
Transportation, and Transit. A copy of the meeting slides is attached for reference. Each
meeting also showcased the online tools available to collect input: a survey at
https://arcg.is/1PaP5z1 and a GIS‐based app at https://arcg.is/0GPvP4.
Key discussion items are listed below, followed by photos of the Vision Boards developed
during the afternoon meetings.
Land Use/Housing
The 101 interchange project remains a top priority. A separate project is underway in
conjunction with Caltrans currently, working towards construction within the decade.
A recent grant award to expand the tribal center will add office space but lose parking
on the main parcel. Parking will need to be considered and maximized in the future.
There is interest in increased land acquisition for housing, greenspace, and trails.
A range of housing options are being considered for the McKinleyville parcel:
multifamily housing including duplexes/fourplexes and townhomes. Development is
constrained by the lack of sewer; larger lots are currently needed for septic. Links to the
city system or a standalone package plant are being discussed.
Since purchasing the harbor property in 2000, $20 million in tribal funds has been
invested.
A centralized waste/recycling center is planned though the location has not been
determined yet.
Consider higher density infill development to promote walkability.
1
March 2023 Kickoff Meetings
Economic Vitality
The 50‐room hotel discussed in the 2011 Comp Plan now includes 100 rooms and is
wrapping up the design phase.
2
March 2023 Kickoff Meetings
Sustainability/Resiliency
It is essential to consider green infrastructure, stormwater management, and other
environmentally sensitive measures.
Sustainability must consider both the natural environment and cultural heritage.
Financial sustainability is another consideration: being able to maintain infrastructure
beyond initial capital costs.
It would be good to plan for EV charging stations in future development plans.
Safety and Health
Concerns with pedestrians along Scenic Drive and school‐age children from all parcels
having to walk to access school bus stops.
Scenic Drive provides sole access to the main parcel, making it a critical concern for
emergency responders and as an evacuation route—especially concerning in light of the
roadway/hillside condition. If the Scenic Drive linkage fails, the Tribe will establish an
emergency connection to the 101.
Beyond parking, there are no defined areas for different modal users (i.e., cars,
pedestrians, freight) accessing the pier and Seascape restaurant.
Roadside vegetation is nice but can lead to hazards for motorists: falling branches,
obstacles in clear zone, and flashes of sunlight limiting visibility.
Consistent reporting on crashes would help define problem areas and demonstrate
needs, particularly for grant applications.
3
March 2023 Kickoff Meetings
Roadways
Three main priorities identified in previous planning efforts: 101 interchange/Cher‐Ae
Lane, Scenic Drive condition, Archer Road widening.
Teh‐Pah Lane is narrow; a turnaround for improved emergency access would be
beneficial. A loop to Kaywin Lane may not be feasible.
Numerous places with steep drop‐offs along the 101 would benefit from more guardrail.
4
March 2023 Kickoff Meetings
Active Transportation
Opportunity to increase trails and focus on eco‐tourism.
Consider a shared scooter fleet.
The 101 interchange project includes multi‐use paths throughout the main parcel and
along Scenic Drive to Trinidad.
It would be beneficial to have increased beachfront access. Any links should be
accessible for all users, in accordance with ADA standards.
Transit
Few options exist today. There is interest in a dial‐a‐ride service. The Tribe may pursue
an FTA grant next year.
Available services do not align well with casino needs or employee shifts.
First‐mile/last‐mile linkages would be valuable.
Different funding options are available for housing near transit stops (e.g., with 1‐2
miles)
5
March 2023 Kickoff Meetings
Misc.
The new pier represents an opportunity as a marine terminal, especially for increased
tourism through a ferry connection to Eureka.
Recreation/Tourism should be explored further in the vision statements.
6
Long Range Transportation &
Comprehensive Safety Action Plans
Coordination Meeting
Wednesday, February 21, 2024
The project team held two meetings on February 21, 2024, to engage with the Tribal
community regarding the development of the Long‐Range Transportation Plan (LRTP) and
Comprehensive Safety Action Plan. A session at 3:30 included Rancheria employees from
several departments (14 attendees), followed by a 5:30 session for any interested Tribal
members (10 attendees). Each was held in the Trinidad Rancheria back house. Each included a
recap of the studies’ scope and update on current status.
Three white papers have been published to date, summarizing technical analyses that will
comprise the larger LRTP.
The Existing Conditions White Paper examines the Tribe’s planning context, i.e., its history, land
use, and population demographics. It explores the existing transportation system, looking at
both local and regional mobility systems, organized by mode (highways, bike/ped, transit,
marine, and air travel). It also includes a brief summary of past planning studies and early input
collected during the March 2023 kickoff meetings.
The Safety White Paper takes a closer look at safety‐themed elements of the plan, feeding into
both the Comprehensive Safety Action Plan and LRTP. The white paper presents existing safety
conditions, building on both quantitative and qualitative data sources: five years of fatal and
injury crash reports, historic safety concerns identified through past planning studies, and
community input. The intent is to document baseline data to inform future conversations and
assessments necessary to define the Action Plan, working through coordination points in the
Safe Streets for All (SS4A) process. Limitations with crash reporting for Tribes complicate a data‐
driven correlation between recent crash history and potential emphases areas above.
Anecdotal observations and robust communication with day‐to‐day system users—including
input from these February 2024 meetings—can help overcome these limitations.
Building from that baseline, the Future Conditions White Paper steps forward to describe a
vision for the future. Compiling insights from the 2011 Comprehensive Plan, goals from the
previous LRTP, project‐specific studies, and other regional planning documents, it describes
where the Tribe is headed over the next 20 years. The second half of the document develops
the themes discussed at last year’s kickoff meetings: how the future transportation system
should support land use changes, economic vitality, recreation, tourism, environmental
sustainability, and safety—as well as mode‐specific plans. It covers specific high‐priority
projects, like the US 101 Trinidad Area Access Improvements Project and improvements to
Scenic Drive. It also discusses more generalized goals: maintaining assets in a state of good
repair, expanding housing options, integrating transit, and increasing bike/ped infrastructure.
1
February 2024 LRTP/SS4A Meetings
Each document is available on the study website (TR2045.com), which also contains a
crowdsourcing map and survey to collect input.
Following this update, attendees discussed potential systemic safety focus areas,
supplementing limited crash data with first‐hand local input.
Bicyclists and pedestrians, which are a special concern along Scenic Drive and crossing
US 101. People walk along Scenic Drive at all times, in all weather—even when sun
glare, rain, or darkness limit visibility.
Impaired drivers
Roadway departure crashes; rough pavement conditions, ponding, and debris are
recurring concerns influencing these crash types.
Intersections, particularly at the US 101 interchange in Trinidad where several closely
spaced access points create confusion for motorists.
Discussion then shifted to potential project priorities, organized geographically. An initial list of
potential projects were displayed (blue text), assembled from previous studies, deficiencies
noted in the National Tribal Transportation Facility Inventory (NTTFI), crash trends, and online
comments.
Systemwide Concerns
Transit service for all Tribal parcels is important, linked with other regional routes to
optimize convenience and access. With relatively low demand, smaller vehicles
following a Dial‐a‐Ride model is likely a better fit than traditional scheduled routes. A
2022 survey effort illustrates these needs; additional study is needed to determine
feasibility. Victim Services has programs in place; Transportation should coordinate to
potentially integrate benefits.
There is a disparity in roadway conditions and infrastructure investment levels—both
locally and throughout Indian Country. Humboldt County has a limited budget but the
Rancheria shouldn’t always be the lowest priority. The Tribe worked hard to get
representation in the Humboldt Country Association of Governments (HCAOG) process
and deserves an equal voice.
Whatever improvements are proposed, the character of the community must be
preserved. This includes both the environmental setting (e.g., trees and landscaping)
and cultural aspects.
Main Parcel
US 101 Trinidad Area Access Improvements Project
Repairs/maintenance on Pa‐Pah Lane, Ter Ker Koo Lane, Wa‐Ray Road, and Unnamed
Route 508
Traffic calming measures for Tribal Services parking lot
Additional trails are needed; the proposed multi‐use path system included as part of the
US 101 Trinidad Area Access Improvements Project may help define gaps in access.
Improved signage/wayfinding would help direct motorists from US 101.
2
February 2024 LRTP/SS4A Meetings
There are sites that need guardrail, particularly along US 101.
Low‐mount lighting or guardrail reflectors along improved Scenic Drive would help
improve safety/visibility and be less disruptive than traditional overhead lighting.
Trinidad Harbor
A new interpretive visitor center and parking/stormwater improvements are planned,
with construction beginning as soon as 2024. Plans show improved striping, including
pedestrian paths.
Parking enforcement is needed during busy periods, with fishermen double parking and
taking up spaces dedicated for restaurant patrons.
Spaces in the gravel lot by the lighthouse are not defined, leading to individual users
defining ad hoc parking patterns.
Educational signs on trails are needed, both interpretive and to remind users of proper
trail etiquette.
Stabilize bluffs below Lighthouse Road.
There is an active slide behind Seascape. Beach users below the unstable slope appear
unconcerned with risks, despite advisory signage. As such, it may be safer to close off
beach access before someone is seriously injured.
Westhaven/Trillium
Narrow lanes on Teh‐Pah, further limited by on‐street parking, are too narrow for
emergency vehicles to access. A cul‐de‐sac or loop with Kaywin should be explored,
though the nearby pump station may limit feasible options.
Increased lighting on Kaywin could help discourage graffiti.
Roots growing in the roadway on Teh‐Pah are damaging the pavement.
Increased sidewalk connections. Even with bike/ped improvements as part of the US
101 Trinidad Area Access Improvements Project, residents on the Westhaven property
must cut through private property or walk on narrow Westhaven Drive to access the
new overcrossing.
McKinleyville
Archer Road Widening
Repairs/maintenance and widening for LaRay Lane
LaRay Lane is narrow and steep; emergency services may not even be able to access
residents at the far eastern end of the property.
New alignment connection between Archer Road and Twe‐Goh Court
Increased sidewalk connections
There is a drainage issue at Pishka Court where runoff ponds on the roadway.
Following each session, attendees were encouraged to submit any additional comments via the
study website. Comments will be accepted for several months, with a formal public comment
period corresponding to the publication of the draft LRTP in late 2024.
3
MEETING MINUTES
Project:
SS4A Comprehensive Safety Action Plan
for the Cher-Ae Heights Indian Community of the Trinidad Rancheria
Purpose:
Agency Working Group Meeting No. 1
Place:
Zoom virtual meeting
Meeting Date:
May 1, 2024 at 9:30 AM
Prepared By:
Qk4
Participants:
Jacque Hostler-Carmesin
Amy Atkins-Kelley
Angela Higley
Aprilskye Hemsted
Ron Sundberg
Leslie Sanders
Noah Rodriguez
Jess Gravelle
Rachel Veiga
Karen Felt
Brett Gronemeyer
Jerome Washington
Steve Madrone
Tom Mattson
Beth Burks
Eli Naffah
Josh Wolf
Rebecca Thompson
Julie Passalacqua
Trinidad Rancheria CEO
Trinidad Rancheria Executive Manager
Trinidad Rancheria CFO
Trinidad Rancheria Tribal Council
Trinidad Rancheria Environmental Director
Trinidad Rancheria Transportation Director
Trinidad Rancheria Transportation Manager
Trinidad Rancheria Coastal/Climate Change
Trinidad Rancheria Housing
Trinidad Rancheria Human Resources
Cal-Trans, Office of Traffic Safety
Cal-Trans, District 1 Native American Liaison
Humboldt County, D5 Supervisor
Humboldt County, Public Works Director
Humboldt County Association of Governments
Trinidad City Manager
Trinidad City Engineering
Qk4
Qk4
Leslie opened the meeting, welcoming and introducing attendees. The Cher-Ae Heights Indian Community of
the Trinidad Rancheria received a Safe Streets for All (SS4A) grant to prepare a Comprehensive Safety Action
Plan for its transportation network. Rebecca provided an update on the process to date, an overview of
crash analyses completed, and led group discussions on elements of the plan. The TR2045.com website
contains additional information on the effort.
This agency working group is tasked with helping the Tribe develop a holistic, well-defined safety strategy—
especially critical considering the multi-jurisdictional nature of its transportation system. A White Paper on
Safety Trends describes technical analyses completed so far, which explores 2018-2022 fatal and injury
crashes as well as local citations focused along Scenic Drive. Under-reporting of crashes is a recurring
concern throughout Indian Country, making stakeholder input more important to understand the big
SS4A Agency Meeting
May 1, 2024 | Page 2
picture. Two rounds of coordination with the Tribal community have occurred, with comments focusing on
modal options, Scenic Drive stability, and roadway departure/clear zone issues.
Group discussions were organized around four topics. Comments are summarized below.
1. Which user types represent the top priority safety emphasis areas? A survey was distributed before the
meeting, with results summarized in Figure 1. Vulnerable roadway users (i.e., bicyclists and pedestrians)
were rated the highest concern, followed by impaired and distracted drivers. The “Other” category
represents increased enforcement.
Highest priority user types for safety emphasis areas
Young Drivers
Other
Unprotected occupants
Aggressive Drivers
Aged Drivers
Work zone safety
Distracted Drivers
Impaired Drivers
Vulnerable Roadway Users
0
2
4
6
8
10
12
Figure 1: Survey Results on Priority User Types
Other recent area plans should be referenced in developing the Action Plan: McKinleyville’s Multimodal
Connections and the City of Trinidad’s Local Road Safety Plan. Humboldt County is also preparing a
Local Road Safety Plan, which should be published later this month.
The Westhaven Volunteer Fire Department is often the first responder on the scene of a crash and may
have additional data insights. [WFD was invited to participate in this working group.] Local medical
centers can also be a good source for data.
2. Which roadway factors represent the top priority safety emphasis areas? Survey results are
summarized in Figure 2. As shown, pavement widths and unsafe speeds were the top-rated concerns,
followed by pedestrian amenities and pavement condition/stability. The “Other” category represents
bicycle facilities.
There is a relationship between pavement width and travel speed. It is important to find the right
balance.
SS4A Agency Meeting
May 1, 2024 | Page 3
Highest priority roadway factors for safety emphasis areas
Pavement width
Speeds
Crosswalks/Sidewalks
Pavement condition
Intersections
Striping/Signage
Lighting
Alignment elements
Clear zones/guardrail
Other
0
1
2
3
4
5
6
7
8
9
Figure 2: Survey Results on Priority Roadway Factors
Stability, particularly along Scenic Drive, is an issue. The County is seeking a $1 million Congressional
earmark for stabilization along Scenic Drive.
Roadside vegetation can limit visibility, e.g., the pampas grass as it bends.
3. Are there specific locations that need improvement? Of the open-ended survey comments received,
90% expressed concerns about Scenic Drive. The other two were related to sidewalk needs.
The busiest part of the main parcel is in front of Tribal Services; the casino has its own access points.
4. Are there opportunities to partner on existing programs or partnerships?
HCAOG is about to begin developing its regional Vision Zero Plan and will coordinate with Trinidad
Rancheria as it unfolds.
Jacque offered to initiate a conversation with the Yurok Tribe as portions of their inventory along
US 101 overlap with Trinidad Rancheria’s.
Trinidad Rancheria received a grant to develop a tribal crash reporting pilot program to improve data
collection and consistency, which is currently underway. Trouble finding staff capacity for data entry is
a recurring theme.
There may be a partnership opportunity between the City and the Tribe to look at a Highway Safety
Improvement Program (HSIP) project along Scenic Drive.
SS4A Agency Meeting
May 1, 2024 | Page 4
Designs are under development to add pedestrian facilities to the US 101 Little River bridges, linking
Hammond to the south end of Scenic Drive. Scenic Drive is part of the California Coastal Trail; this
connection is likely to increase pedestrian volumes on Scenic Drive.
The Coalition for Responsible Transportation Priorities is collecting safety data via its Street Story online
platform. Cal-Trans also has a Customer Service Request website to report concerns.
The slide deck from this meeting was posted to the study website. The next meeting is anticipated to occur in
mid to late June, with a scheduling poll beforehand to save the date.
End of Minutes
MEETING MINUTES
Project:
SS4A Comprehensive Safety Action Plan
for the Cher-Ae Heights Indian Community of the Trinidad Rancheria
Purpose:
Agency Working Group Meeting No. 2
Place:
Zoom virtual meeting
Meeting Date:
June 20, 2024 at 1:00 PM
Prepared By:
Qk4
Participants:
Robert Hemsted
Amy Atkins-Kelley
Angela Higley
Ron Sundberg
Annette Reed
Leslie Sanders
Noah Rodriguez
Jess Gravelle
Megan Yost
Rachel Veiga
Henry Baker
Brett Gronemeyer
Jerome Washington
Tom Mattson
Beth Burks
Rebecca Thompson
Julie Passalacqua
Trinidad Rancheria Tribal Council Vice Chairman
Trinidad Rancheria Executive Manager
Trinidad Rancheria CFO
Trinidad Rancheria Environmental Director
Trinidad Rancheria Tribal Programs Manager
Trinidad Rancheria Transportation Director
Trinidad Rancheria Transportation Manager
Trinidad Rancheria Coastal/Climate Change
Trinidad Rancheria Tribal Court Administrator
Trinidad Rancheria Housing
Trinidad Rancheria Environmental
Caltrans, Office of Traffic Safety
Caltrans, District 1 Native American Liaison
Humboldt County, Public Works Director
Humboldt County Association of Governments
Qk4
Qk4
Leslie opened the meeting, welcoming and introducing attendees. The Cher-Ae Heights Indian Community of
the Trinidad Rancheria received a Safe Streets for All (SS4A) grant to prepare a Comprehensive Safety Action
Plan (CSAP) for its transportation network. Rebecca provided an update on the process to date, an overview
of crash analyses completed, and led group discussions on implementation strategies for the plan. The
TR2045.com website contains additional information on the effort.
Systemic Countermeasures
Reviewing past plans, initiatives from other jurisdictions, community input, crash trends, and the agency
surveys from the past meeting, four systemic countermeasures are proposed:
1) Data management, supported by the Tribal Crash Data Reporting Tool pilot program
2) Vulnerable Roadway Users (VRU), including a Complete Streets Policy for the Tribe and projectspecific countermeasures such as those promoted by FHWA and Caltrans
3) Impaired Driving, with a selection of community education/engagement strategies to promote
awareness
SS4A Agency Meeting
June 20, 2024 | Page 2
4) Speed Management, promoted via traffic calming measures and behavioral treatments
The group discussed each emphasis area.
-
The County’s emphasis is on striping and signing solutions to address safety as these tend to be the
most cost efficient.
-
A Complete Streets philosophy is inherent in the County’s project development process, with the
caveat that each location requires context-sensitive consideration to determine best-fit solutions.
-
HCAOG will begin developing their CSAP this fall; the intent is to collaborate on measures while also
bringing in new ideas to add value.
-
Caltrans has been implementing VRU improvements near the US101/Trinidad-Main Street
interchange with a focus on ADA accessibility.
-
CA Highway Patrol has funding to reinstate sobriety checkpoints this year.
-
There is a campaign between HCAOG and Humboldt Transit to promote ridership, including
partnerships with events where alcohol is served.
-
Distracted driving is also a concern and could be paired with the Impairment initiative as
countermeasures are similar.
-
Changing speed limits without considering the context and roadway design factors is not effective.
-
Targeted messaging for travel speeds is a challenge as daily commuters tend to overlook signage as
views become routine. Alternatively, tourists may not be familiar with local roadways (e.g., Scenic
Drive) to understand how narrow lanes, sharp curves, sun glare, etc. limit visibility to influence safe
speeds.
-
The City of Trinidad and the County are in the beginning process of reclassifying Scenic Drive to “On
System Priority Road”. Trinidad Rancheria does not need to get involved with this process even
though the road is within the Tribal boundaries but the road is in the jurisdiction of the City and
County. The reclassification means the County can go after FHWA funds than FEMA funds.
Priority Projects
A host of priority projects have been discussed at past community meetings, with details provided in the
Needs and Deficiencies White Paper, available on the study website. The top priority is the US 101 Trinidad
Area Access Improvements Project.
Policy/Process Considerations
The third bucket (policy/process considerations) is more difficult to define. What institutional measures does
your agency incorporate to intentionally cultivate a safety mindset throughout its project development and
prioritization decisions?
-
The County is seeking to reclassify Scenic Drive as an “on-system road” which will qualify it for
additional funding types. Coordination will then flow through FHWA instead of FEMA.
-
The County typically focuses on HSIP funding as larger grant programs require a more robust
benefit-cost analysis.
-
The County is working to get a $1 million earmark of Geotech work along Scenic Drive.
-
Scenic Drive did not make the top 14 list in the City’s Local Road Safety Plan but consistently showed
up as one of the top priorities in conversations with first responders.
SS4A Agency Meeting
June 20, 2024 | Page 3
The slide deck from this meeting was posted to the study website. The goal is to publish the draft CSAP in late
July. Once the plan is available for comment, the project team will reach out to this group to see if another
meeting is desired.
End of Minutes
Long Range Transportation &
Comprehensive Safety Action Plans
Public Open House
Wednesday, November 6, 2024
The project team held an open house style public meeting on November 6, 2024, to engage
with the surrounding community regarding the development of the Long-Range Transportation
Plan (LRTP) and Comprehensive Safety Action Plan. Staff were available to discuss the planning
process, potential projects, priorities, and more between 2:00-8:00 PM. With no formal
presentation, attendees were able to drop by the Emergency Operations Center to view largescale boards with key findings summarized. Surveys were distributed to collect feedback to
supplement one-on-one conversations with project team members.
Over the six-hour window, 13 participants signed in: seven Tribal employees/members plus five
other public representatives, largely from the Westhaven community.
Ads & Notices
The public meeting was advertised via direct
mailing postcards to 1,500+ residents, social
media campaigns, posters in local gathering
places, the project website, and email blasts.
Posters displayed at Seascape restaurant, the City of
Trinidad office, three local grocery stores,
McKinleyville and Trinidad post offices, a library, and
Hiller Park.
Exhibits
Five large-format boards summarized key
findings:
1) Welcome with map of NTTFI inventory
extents
2) LRTP and Action Plan definitions with
Tribal Vision Statement
3) Synopsis of Crash/Safety Trends
4) Four Systemic Safety Countermeasures
5) Priority Projects with Maps and
Recommended Priorities
Figure 1: Oct. 30 Facebook Notice
In addition, a roll plot of the online crowdsourcing app displayed 146 public comments on
transportation needs received since the inception of the planning effort.
1
February 2024 LRTP/SS4A Meetings
Discussion Items
Most conversations during the open house focused on Scenic Drive and impacts associated with
the proposed interchange, both of which are addressed as part of the ongoing US 101 Trinidad
Area Access Improvements Project. Other topical themes included:
- The Tribe offers a variety of services, particularly focused on elder needs, that are open
to the larger community. Accessible, convenient transit connections are especially
needed.
- Despite a legacy of discrimination, the Tribe has made—and continues to make—
significant investments that benefit the local economy and quality of life for its
neighbors.
- Some of the survey questions can be interpreted in different ways; responses may
reflect confusion.
Additional transportation needs noted on the roll plot are presented in Figure 2:
Figure 2: Comments from Roll-plot Discussions
Survey Responses
A survey was distributed to in-person attendees and posted on the study website with a 4+
week comment period. In total, ten responses were collected. A similar survey was distributed
at the September Sovereigns Day festival with 16 forms returned. Where questions overlapped,
responses from both survey batches are presented.
1. How do you typically travel to work, school, or other daily destinations?
Car
21
Carpool
0
School Bus
1
Transit
1
Walking
2
Biking
2
Other
0
2. Rate the severity of your daily transportation challenges.
Awful
Bad
Neutral
Good
Excellent
2
8
5
5
2
Safety of the streets
2
February 2024 LRTP/SS4A Meetings
Awful
Bad
Neutral
Good
Excellent
Number of sidewalks/crosswalks/walking routes
9
5
2
5
2
Amount of safe bicycling routes
11
5
1
4
1
Public transit routes or schedules
5
6
3
4
0
Access to public transportation
5
3
10
4
0
How long it takes to get to common
destinations
2
3
9
7
3
Personal safety
4
2
5
9
3
Accessibility (wheelchairs, strollers, persons with
disabilities, etc.)
9
2
6
5
0
Lack of a vehicle
4
2
6
4
1
Infrastructure physical barriers
2
3
3
0
0
3. How strongly do you agree with the Vision Statement?
All ten responses agreed (60%) or strongly agreed (40%) with proposed language.
4. The Draft LRTP and CSAP describe numerous potential projects to implement over the next
20 years. Please rate each as a High, Medium, or Low priority to advance.
Planning to expand transit services to all Tribal parcels
Main Parcel
US 101 Trinidad Area Access Improvements Project
Smaller scale Scenic Drive safety improvements
Traffic calming measures for Tribal Services parking lot
Repairs on Pa Pah Lane
Repairs on Ter Ker Koo Lane
Repairs on Wa-Ray Road
Repairs on Unnamed Route 508
Trinidad Harbor
Striping for Bay Street/parking areas at Harbor
Address bluff stability below Lighthouse Road
Westhaven/Trillium Parcels
Additional sidewalk connections
Turnaround for Teh-Pah Lane
McKinleyville Parcel
Archer Road Widening
Add sidewalks
3
High
Medium
Low
6
2
0
8
7
3
1
1
2
2
0
2
2
5
5
4
4
2
0
3
0
0
0
0
6
6
3
2
0
1
3
4
3
2
1
2
3
4
2
2
0
0
February 2024 LRTP/SS4A Meetings
New connection between Archer Road and Twe-Goh Court
Repairs and widening for LaRay Lane
High
Medium
Low
2
3
2
2
1
0
5. Additional Comments:
The number of sidewalks/crosswalks/walking routes is bad, but Trinidad improving in
future. The amount of safe bicycling routes is neutral, keeping bike lanes free of debris.
Physical infrastructure barriers are awful, with safety concerns on Scenic Drive.
This is so important for our elders and seniors to have safe accessibility in the
community for travel to and from communities that have more accessibility to groceries
they can afford, doctors offices, etc. This is huge for the community as a whole.
Safe paths on Scenic Drive for bikes and pedestrians are severely needed. And walking
trails for people at Rancheria that are publicly accessible.
Would love to see a walking trail for taking work breaks in the tribal office parameters
and heading to casino and hotel in future. A safe path for pedestrians and neighborhood
communities. Maybe a switchback through the forest behind RV parking for walking
breaks, self care, decompress.
Walking trail between main parcel and main Trinidad town.
Throughout the meeting, attendees were encouraged to submit any additional comments via
the study website. Comments were accepted through December 1.
Meeting Photos
4
This is a copy of a public record, reproduced as it was published. It is not legal advice, and it may not be the version a court would rely on. Check the official source before you cite it.