White Earth Nation Tribal
Tribal code
Ask Donna
What actually matters in this document.
Text
2024
White Earth Nation Tribal
Transportation Safety Plan
Prepared By:
SRF CONSULTING GROUP, INC.
WHITE EARTH NATION | 35500 Eagle View Road, Ogema, MN 56569
Table of Contents
EXECUTIVE SUMMARY .......................................................................................................................................... 1
INTRODUCTION ..................................................................................................................................................... 2
OVERVIEW............................................................................................................................................................. 4
FEDERAL HIGHWAY ADMINISTRATION (FHWA) PROCESS .................................................................................... 5
DISAGGREGATED CRASH ANALYSIS ...................................................................................................................... 8
TARGET SETTING MEASURES .............................................................................................................................. 16
COMPREHENSIVE ANALYSIS OF THE ROADWAY SYSTEM ................................................................................... 22
SAFETY STRATEGY DEVELOPMENT ..................................................................................................................... 43
EQUITY ANALYSIS ................................................................................................................................................ 46
POLICIES, PROCEDURES, AND OTHER STUDIES................................................................................................... 51
PUBLIC AND STAKEHOLDER OUTREACH ............................................................................................................. 55
PEDESTRIAN SAFETY ACTION PLAN .................................................................................................................... 57
PLAN SUMMARY ................................................................................................................................................. 64
White Earth Tribal Transportation Safety Plan
February 2024
Page | i
Appendices
Appendix A – Safe Streets and Roads for All Self-Certification Eligibility Worksheet
Appendix B – White Earth Reservation Business Committee Resolution of Support
Appendix C – Systemic Analysis Data, Analysis, and Prioritization and Project Recommendations
Appendix D – Tribal Projects List and Cost Estimates
Appendix E – Systemic Safety Strategies
Appendix F – Policies and Procedures
Appendix G – Workshop Presentation
Appendix H – Project Meeting Agendas & Summaries
List of Figures
Figure 1 – Project Area Map ................................................................................................................................. 4
Figure 2 - Fatal (K) and Serious Injury (A) Crashes from 2018-2022 ..................................................................... 9
Figure 3 - White Earth Reservation Crash Data Overview - State Rual System (2017-2021) ............................. 10
Figure 4 - White Earth Reservation Crash Data Overview – County Rural System (2017-2021) ........................ 11
Figure 5 - White Earth Reservation Crash Data Overview - Township Rural System (2017-2021) ..................... 12
Figure 6 - White Earth Reservation Crash Data Overview – Tribal Rural Roadway System (2017-2021) ........... 13
Figure 7 - White Earth Reservation Crash Data Overview - Municipal Urban System (2017-2021) ................... 14
Figure 8 - Segments Analyzed ............................................................................................................................. 23
Figure 9 - Curves Analyzed .................................................................................................................................. 24
Figure 10 - Intersections Analyzed...................................................................................................................... 25
Figure 11 - High Priority Segments ..................................................................................................................... 29
Figure 12 – High Priority Curves.......................................................................................................................... 30
Figure 13 - High Priority Intersections ................................................................................................................ 31
Figure 14 – Roy Lake to Indian Health Service Clinic .......................................................................................... 34
Figure 15 - CSAH 4 Indian Health Service Clinic to Sports Complex.................................................................... 35
Figure 16 - County Road 34 (Community of White Earth) .................................................................................. 35
Figure 17 - US 59/Adams Ave/Washington Ave/Jefferson Ave (Option 2)......................................................... 36
Figure 18 - Clark Road/BIA Route 14
...................................... 37
Figure 19 - Clark Road/BIA Route 14
...................................... 37
Figure 20 - North Twin Lake Road ....................................................................................................................... 38
Figure 21 – CSAH 4 Naytahwaush ....................................................................................................................... 39
Figure 22 – Naytahwaush Sidewalks................................................................................................................... 39
Figure 23 – Naytahwaush Streetlights ................................................................................................................ 40
Figure 24 – Rice Lake Community ....................................................................................................................... 41
Figure 25 - Pine Point Community ...................................................................................................................... 41
Figure 26 – US 59/TH 113 Intersection ............................................................................................................... 42
Figure 27 - SPACE Analysis Map .......................................................................................................................... 49
Figure 28 - Principles of a Safe System Approach ............................................................................................... 51
Figure 29 – BIA Adequate Standard Characteristics for Roadways .................................................................... 54
Figure 31 – MnDOT Statewide Pedestrian Plan Priority Areas ........................................................................... 61
Figure 32 – District 4 Bicycle Investment Routes with Prioritization Scoring Results ........................................ 63
White Earth Tribal Transportation Safety Plan
February 2024
Page | ii
List of Tables
Table 1 - Safety Plan Leadership & Partners ......................................................................................................... 3
Table 2 – Tribal Transportation Plan Project Management Team ........................................................................ 5
Table 3 – Tribal Transportation Plan Stakeholder Group ..................................................................................... 6
Table 4 - Crash Data Analysis Overview .............................................................................................................. 15
Table 5 - Target Setting Measures ...................................................................................................................... 17
Table 6 – Funding Opportunities, Federal .......................................................................................................... 18
Table 7 – Funding Opportunities, State .............................................................................................................. 20
Table 8 – Roadway Feature Data Collected ........................................................................................................ 26
Table 9 – Summary of Segment Risk Factors ...................................................................................................... 27
Table 10 – Summary of Curve Risk Factors ......................................................................................................... 27
Table 11 – Summary of Intersection Risk Factors ............................................................................................... 27
Table 12 – Summary of High Priority Locations .................................................................................................. 28
Table 13 - Rural Segment Project Criteria........................................................................................................... 32
Table 14 - Rural Curve Project Criteria................................................................................................................ 32
Table 15 - Rural Intersection Project Criteria ..................................................................................................... 32
Table 16 – Roadway Safety Strategy Crash Reduction Rates and Typical Installation Costs .............................. 43
Table 17 – Intersection Safety Strategy Crash Reduction Rate and Typical Installation Costs ........................... 44
Table 18 – Curve Safety Strategy Crash Reduction Rate and Typical Installation Costs ..................................... 44
Table 19 – Pedestrian and Bicycle Safety Strategy Crash Reduction Rate and Typical Installation Costs .......... 44
Table 20 – Aggregate Surface Safety Strategy Crash Reduction Rate and Typical Installation Costs ................. 45
Table 21 - Disadvantaged Population Indicators as Identified by Federal Resources ........................................ 47
Table 22 – Example of Prioritizing Projects Based on Equity .............................................................................. 48
White Earth Tribal Transportation Safety Plan
February 2024
Page | iii
EXECUTIVE SUMMARY
The White Earth Tribal Transportation Safety Plan (safety plan) was prepared in coordination with the
Minnesota Department of Transportation (MnDOT) for White Earth Nation (WEN). The tribal transportation
safety planning process includes collaboration with a wide range of transportation safety stakeholders to
reduce fatal and serious injury crashes. The safety plan was developed by using both a data-driven approach
as well as communicative and interactive input approach with the community and stakeholders,
documenting at-risk locations, identifying effective and proven safety strategies, and recommending safety
implementation projects to competitively position WEN for transportation safety funds available through
State and federal government programs.
WEN previously completed a tribal transportation safety plan in 2012. Over the past decade, WEN has done
great work to address numerous safety concerns by using Tribal Transportation Program (TTP) funds as well
as other State and federal funds.
The 2024 White Earth Tribal Transportation Safety Plan includes the following core elements:
Like other transportation related plans, the 2024 safety plan’s shelf life is limited
and will need to be updated from time to time. Updates to transportation plans
are generally required as transportation networks change due to several variables.
For example, traffic conditions, crashes trends, and crash locations change over
time, requiring WEN to review the transportation network and most recent crash
data on a routine basis. The safety plan identifies approximately $50,000,000 of
safety projects throughout the White Earth Reservation allowing WEN to pursue
eligible State and federal safety funds and increases competitiveness in discretionary programs.
White Earth Tribal Transportation Safety Plan
January 2024
Page | 1
INTRODUCTION
The safety plan is supported by the White Earth Reservation Tribal Council in conjunction with MnDOT. The
overarching goal and focus of the safety plan is to reduce all crashes within the Reservation boundary, to
eliminate fatal and serious injury crashes over the next 20 years. The transportation safety planning process
includes performing a comprehensive transportation system analysis and engaging the WEN community and
stakeholders. Stakeholder and community feedback is used to identify areas of safety concern within the
Reservation boundaries. By support and championship of the safety plan, WEN agrees and will commit the
necessary resources to provide a safe and reliable transportation network for all residents and non-residents
from all walks of life within the White Earth Reservation.
The road and safety analysis, public engagement, and development of strategies and projects focus on all
roadways and all users within the Reservation boundaries for this safety plan including tribal and non-tribal
drivers, pedestrians, and bicyclists who travel the roadway system. Sections of the safety plan below outline
the results of a comprehensive safety analysis that uses crash data and roadway characteristics to identify
locations of safety concern and recommends strategic safety strategies to address concerns. Additionally, the
comprehensive safety analysis uses feedback from stakeholders and community members to identify further
locations of safety concern based on local knowledge.
Through safety plan development, the following tasks were completed:
System review of all road segments, intersections and curves within in the Reservation
Review of crash data on state/federal, county, tribal and township roadways
Summary of focus areas that incorporate priority crash types and other supporting information
List of approved strategic safety treatments to address focus areas
Prioritized list of safety concern locations that includes highest at-risk locations (data driven and
stakeholder/community input)
Prioritized list of safety projects using specific safety treatments to address specific safety concerns
that can be used to pursue State and federal safety funds
WHITE EARTH NATION – UTILIZATION OF PLAN
White Earth Nation will utilize this report as a starting point for specific safety improvements throughout the
Reservation-wide roadway system and multimodal transportation network. Aside from State and federal
programs WEN is currently familiar with, the tribal transportation safety plan will also help WEN apply for the
Safe Streets and Roads for All (SS4A) Grant Program, to bolster securance of Federal funding for continued
improvements throughout the Reservation-wide transportation system. The SS4A Self-Certification
Worksheet can be found in Appendix A.
BY THE YEAR 2043 WHITE EARTH NATION’S GOAL IS TO ACHIEVE ZERO ROADWAY
FATALITIES AND SERIOUS INJURIES,
White Earth Tribal Transportation Safety Plan
February 2024
Page | 2
The next critical action step for WEN and the 2024 safety plan, is to identify and prioritize suggested
improvements. Improvements found herein will supplement White Earth’s Tribal Transportation
Improvement Program (TTIP), either being added to the existing list of projects or as new safety projects.
SAFETY PLAN TARGETS
As part of successful transportation safety planning, a method to measure progress over time is critical. WEN
should ensure ongoing transparency with residents and stakeholders by providing annual reporting available
and accessible to the public, including posting the safety plan online. Specific goals and performance targets
will prepare WEN to reach their goals, to reduce crashes and eliminate fatal and serious injury crashes over
time. Specific targets can be found in the TARGET SETTING MEASURES Chapter below.
The safety plan provides WEN staff with a list of prioritized locations that have known safety issues and
specific guidance on safety strategies to implement. WEN’s goal of reducing all crashes and eliminating fatal
and serious injury crashes on all roads is achievable through the safety plan by working in cooperation with
those involved closely in the safety plan’s development:
SAFETY PLAN CHAMPION
The WEN Tribal Transportation Program (TTP) Director is assigned the Safety Plan Champion and is
responsible for implementing the White Earth Tribal Transportation Safety Plan. Also responsible for
overseeing the tribe’s Long Range Transportation Plan and Tribal Transportation Improvement Plan, the
director will ensure safety project funding is allocated on an annual basis and projects are designed and
constructed.
White Earth Public Works Division Staff:
•
Director
•
Assistant Director
•
Program Support Staff
In addition to WEN TTP program, Table 1 lists the Safety Plan Leadership and Partner Agencies.
Table 1 - Safety Plan Leadership & Partners
Safety Plan Leadership
Safety Plan Partners
White Earth Tribal Council
Minnesota Department of Transportation (MnDOT)
White Earth Public Works Division
Mahnomen County
White Earth Public Safety Division
Federal Highway Administration Office of Tribal
Transportation (FHWA OTT)
Circle of Life Academy
Headwaters Regional Development Commission (HRDC)
Naytahwaush Community Charter School
White Earth Tribal Transportation Safety Plan
February 2024
Page | 3
OVERVIEW
White Earth Nation is in northwestern Minnesota, where farmland of the Red River Valley transitions to the
forest and hills of Minnesota Lake Country. The White Earth Reservation includes all of Mahnomen County,
plus portions of Becker and Clearwater counties. Made up of 837,268 acres (1,300 square miles) and a
population of 9,726 (2020), the Reservation is home to several tribal and non-tribal communities, including:
TRIBAL COMMUNITIES
•
•
•
•
•
NON-TRIBAL COMMUNITIES
White Earth
Naytahwaush
Elbow Lake
Pine Point
Rice Lake
•
•
•
•
•
Mahnomen
Waubun
Ogema
Callaway
Bejou
Figure 1 – Project Area Map
White Earth Tribal Transportation Safety Plan
February 2024
Page | 4
FEDERAL HIGHWAY ADMINISTRATION (FHWA) PROCESS
Development of the tribal transportation safety plan follows FHWA’s six-step approach and is supported by
MnDOT to proactively address safety concerns based on crash data and feedback received by the Project
Management Team (PMT), stakeholders, and community feedback. The unique addition of PMT, stakeholder
and community feedback in identifying safety concern areas is necessary to supplement limited data for
tribal roadways. The PMT, with assistance from FHWA OTT, has developed a comprehensive list of safety
concerns and strategies to improve the Reservation-wide multimodal transportation network.
ESTABLISH LEADERSHIP
A Safety Plan Champion will advocate for the development, implementation, and routine evaluation of the
safety plan. The WEN TTP Director has been identified as the Safety Plan Champion and will be assisted by
TTP support staff. The TTP Director and support staff have the tools (safety plan) and a clear understanding of
the importance of implementing specific safety strategies and treatments across the Reservation.
Convene a Project Management Team (PMT)
Through development of the safety plan, key transportation professionals have been assembled to form the
foundation of the PMT and stakeholders. The PMT is responsible for developing the basis of the safety plan.
The stakeholder group provides valuable feedback during the working group session and helps identify and
prioritize locations and treatments. The gathering of multiple agencies or individuals to discuss
transportation safety within the Reservation helps strengthen the relationships between the
agencies/individuals and strengthens implementation efforts to improve the transportation network. Table 2
lists the PMT members and Table 3 lists the Project Stakeholders.
Table 2 – Tribal Transportation Plan Project Management Team
Agency/Organization
Representative
WEN TTP Director
Michael Bowman
WEN TTP Assistant Director
Matt Smith
WEN Public Safety Coordinator
Sierra Weaver
MnDOT – District 4
Nathan Bausman
Mahnomen County Engineer
Jon Large
Federal Highway Administration – Office of Tribal
Transportation (FHWA – OTT)
Chris Kwilinski
Headwaters Regional Development Commission (HRDC)
Tony Klaes
White Earth Tribal Transportation Safety Plan
February 2024
Page | 5
Table 3 – Tribal Transportation Plan Stakeholder Group
Agency/Organization
Representative
WEN TTP Director
Michael Bowman
WEN TTP Assistant Director
Matt Smith
WEN Public Safety Director
Merlin Deegan
WEN Public Safety Coordinator
Sierra Weaver
WEN Emergency Management Coordinator
Ed Snetsinger
MnDOT – District 4
Nathan Bausman
MnDOT – District 4 Planning Director
Mary Safgren
MnDOT – District 4 Principal Planner
Rosemary Bruce-White
MnDOT – TZD Coordinator
Kathy Kressin
Mahnomen County Engineer
Jon Large
Mahnomen Volunteer Fire Department
Adam Woltjer
City of Mahnomen Administrator
Taylor Gunther
FHWA – OTT
Chris Kwilinski
HRDC
Tony Klaers
CHS Inc.
James Hardy
Program Coordination and Sustainability
Communication amongst the PMT and Stakeholder Group is critical for the safety plan. Creating a
collaborative team that shares a unified goal to improve the safety of the Reservation-wide multimodal
transportation network allows information and insight to be shared effectively. Continuous coordination
efforts and a willingness to engage the WEN community to gather feedback, allows community members to
have their voices heard, and know that they contributed to the development and future safety improvements
to the roadway network.
Develop a Vision, Mission Statement, and Goals
Collaborative development of goals allows WEN, MnDOT, and Mahnomen County to forward the common
goal of improving safety of the transportation network. Reducing crashes and eliminating fatalities along the
Reservation-wide transportation network is a goal each agency supports and strives to meet.
Gain Leadership Support
Development of the safety plan has support from WEN and MnDOT as both entities have dedicated time and
effort in the process by attending PMT meetings, stakeholder group meetings, and public outreach efforts.
MnDOT also provided financial support for the project. In addition to the level of effort provided by each
entity, WEN and MnDOT offered the following items of support.
o
o
WEN Resolution of Support
MnDOT Letter of Support
White Earth Tribal Transportation Safety Plan
February 2024
Page | 6
ANALYZE SAFETY DATA
First, SRF Consulting Group worked with WEN and MnDOT staff to assemble a roadway network in
Geographic Information System (GIS) application or map analysis tool. Crash data is provided by DPS
MNCRASH System. The crash data includes state, county, and tribal network crashes or all the crashes in the
White Earth Reservation boundary. The roadway and crash data assembled through this process is used to
analyze and identify intersections, segments, and curves in the safety plan. The safety analysis covers
approximately 1,600 miles of tribal, state, county, and municipal roadways.
The core components of the comprehensive safety analysis found in the safety plan include:
•
•
•
•
Data Analysis with Crash Data
Data Analysis with Other Safety Data (weather, time, season, age, etc.)
Review of Crash Modification Factors (CMF) via the CMF Clearinghouse web-based database
Law enforcement records (state/tribal/local crash reporting databases)
DETERMINE FOCUS AREAS
The safety plan identifies a list of focus areas or areas that are important for roadway safety within the White
Earth Reservation. Focus areas are crash themes that include the roadway characteristics and/or crash
attributes contributing to the majority of fatal and serious injury crashes. Development of focus areas
includes a systemic risk assessment using factors such as high crash locations. This traditional quantitative
method is effective for transportation safety planning on state roadway systems but can be a barrier to local
system participation because there are typically few to no locations that meet the state criteria for
designation as “high crash” locations on the local system. Because of this barrier, non-traditional qualitative
information from the PMT, stakeholder, and community helps determine focus areas through robust
community engagement and feedback. The development of focus areas for this plan follows the model of the
Minnesota Strategic Highway Safety Plan (SHSP) which blended crash data analysis with input from
stakeholders as part of an extensive group of public and project outreach.
IDENTIFY STRATEGIES
A list of proven strategies is developed to proactively address risk factors identified through the systemic
roadway analysis, crash analysis, and identification of focus areas. Although some strategies are unfeasible,
the full range of options is included. Review of agency partnership is also important, as many roadways
within the White Earth Reservation are non-tribal however, WEN maintains an interest by placing some nontribal projects into the Tribal Transportation Improvement Plan (TTIP).
Each strategy and treatment identified in this plan is proven effective to address the risk factors identified.
The CMF Clearing house database is used to assess key crash data trends such as lane departure and
intersection crashes that represent the predominant type of crashes on the state and county system within
the Reservation boundaries.
PRIORITIZE AND INCORPORATE STRATEGIES
Once all locations are assessed for risk factors and consideration of PMT, stakeholder, and community input,
the segments, curves, and intersections are sorted and prioritized. Risk factors are prioritized by check marks.
PMT, stakeholder, and community feedback locations and strategies are prioritized by WEN TTP staff. High
White Earth Tribal Transportation Safety Plan
February 2024
Page | 7
priority locations by risk factor include the top three check rankings of each category. Emphasis is given to
rural areas with higher speed limits because this is where the majority of severe crashes occur.
Evaluate and Update the LRSP
Successful safety plans monitor implementation progress. This helps provide accountability to the Plan
Champion and keep stakeholders informed. This plan has been developed to ensure meetings are scheduled
and implementation strategies and treatments are being followed through with. As safety strategies are
implemented at specific locations, the opportunity for WEN to re-prioritize its list of focus areas and
strategies can be updated.
DISAGGREGATED CRASH ANALYSIS
The disaggregated crash analysis for the safety plan is comprised of a crash data set consisting of five years
(2017-2021) of crash records occurring within the White Earth Reservation boundary. The data set includes
335 crashes that occurred within the Reservation on the transportation system.
OVERVIEW
Detailed analysis of the data is important in identifying the root cause issues of fatal (K) and serious injury (A)
crashes. The analyzed crash data is mapped to determine specific locations of occurrence on the Reservationwide roadway system. Figure 2 illustrates the location of the severe (K + A) crashes that have occurred within
the White Earth Reservation roadway network from 2018-2022. After mapping the data, a more detailed and
deeper analysis identifies the factors contributing to each crash. The crash tree diagram illustrated in
Figure 3 – 7 distinguishes crashes by roadway characteristics for all crashes that occurred on the Reservationwide roadway system between 2017-2021. Table 4 includes crash information by the Strategic Highway
Safety Plan focus area. The following lists findings from the detailed crash analysis and crash tree diagram:
•
•
•
•
•
16% of all crashes on State Rural Roadways from 2017-2021 were severe
100% of severe crashes occurring on the County Road System were rural
95% of severe crashes occurring the State Highway System were rural
9% of severe crashes on the local system occurred on the Tribal Roadway System
1% of severe crashes occurred on the Urban Municipal Roadway System
White Earth Tribal Transportation Safety Plan
February 2024
Page | 8
Figure 2 - Fatal (K) and Serious Injury (A) Crashes from 2018-2022
White Earth Tribal Transportation Safety Plan
February 2024
Page | 9
Figure 3 - White Earth Reservation Crash Data Overview - State Rual System (2017-2021)
White Earth Tribal Transportation Safety Plan
February 2024
Page | 10
Figure 4 - White Earth Reservation Crash Data Overview – County Rural System (2017-2021)
White Earth Tribal Transportation Safety Plan
February 2024
Page | 11
Figure 5 - White Earth Reservation Crash Data Overview - Township Rural System (2017-2021)
White Earth Tribal Transportation Safety Plan
February 2024
Page | 12
Figure 6 - White Earth Reservation Crash Data Overview – Tribal Rural Roadway System (2017-2021)
White Earth Tribal Transportation Safety Plan
February 2024
Page | 13
Figure 7 - White Earth Reservation Crash Data Overview - Municipal Urban System (2017-2021)
White Earth Tribal Transportation Safety Plan
February 2024
Page | 14
Table 4 - Crash Data Analysis Overview
White Earth Tribal Transportation Safety Plan
February 2024
Page | 15
TARGET SETTING MEASURES
REDUCE FATAL/SERIOUS INJURY CRASHES
White Earth Nation is serious about reducing crashes and eliminating fatal and serious injury crashes
Reducing crashes and eliminating fatal and serious injury crashes is a priority of White Earth nation and a
formal resolution of support for the safety plan and goals was passed and can found in Appendix B thereof:
The White Earth Reservation Business Committee is the duly elected governing body of the White
Earth Reservation pursuant to Article VI, Section 1, of the revised constitution of the Minnesota
Chippewa Tribe, as amended, and organized under Section 16, of the Act of June 18, 1934 (48 Stat.
984), and the White Earth Reservation Business Committee is the duly authorized governing body of
the White Earth Band, and the White Earth Department of Transportation is collectively working with
the Minnesota Department of Transportation (District 4) to prepare a transportation safety plan
(White Earth Tribal Transportation Safety Plan) to address safety concerns throughout the
Reservation…
The White Earth Reservation Business Committee hereby supports the development of the White
Earth Tribal Transportation Safety Plan to identify specific safety strategies for at-risk transportation
system locations with the goal of eliminating fatal and serious crashes within the boundaries of WEN
by the year 2043. (WEN Letter of Support)
The goal of the safety plan is to eliminate fatal and serious injury crashes and reduce all crashes within the
boundaries of WEN. The safety plan will lead WEN toward that goal through comprehensive analysis of the
existing roadway system, crash data analysis, developing target setting measures, developing specific safety
strategies unique to WEN, identifying funding sources, performing policy and procedure review, hosting
stakeholder and public outreach events, developing a pedestrian safety action component, and documenting
all results of the White Earth Tribal Transportation Safety Plan final report. This safety plan uses a risk-based
approach, prior crash data, and stakeholder/public outreach efforts to identify low, moderate, and high-cost
safety projects for specific at-risk road segments, curves and intersections.
By the year 2043, WEN’s goal is to eliminate fatal and serious injury crashes on roadways Reservation-wide.
WEN will apply for a minimum of $100,00 or five (5) projects annually for safety projects grant opportunities
to reduce fatal and serious injury crashes. WEN will implement at least three (3) safety strategies specific to
lane departure crashes with a goal to reduce these crashes by 50% for the year 2033. WEN will implement at
least one (1) safety strategy to reduce fatal and serious injury non-motorist crashes with a goal to reduce
these crashes by 50% by the year 2033. WEN will program funds in the Tribal Transportation Improvement
Program (TTIP) for safety specific projects with a goal to reduce fatal and serious crashes by 50% by the year
2033. Completion of the safety plan will include all criteria required to pursue federal transportation funds,
specifically Federal Highway Administration’s Safe Streets and Roadways for All (SS4A) Grant Program.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 16
Table 5 outlines specific goals and performance targets established by WEN to track progress.
Table 5 - Target Setting Measures
Goal
Target
Timeframe
Successfully forward the overarching
goal of the safety plan
Eliminate fatal and serious injury
crashes on roadways Reservation-wide
2043
Pursue transportation safety grant
opportunities for funding
Submit for a minimum of $100,000 or
5 applications
Annually
Implement at least 3 safety strategies
related to lane departure crashes
Reduce fatal and serious injury lane
departure crashes by 50%
2033
Implement at least 1 safety strategy
related to non-motorist crashes
Reduce fatal and serious injury nonmotorist crashes by 50%
2033
PURSUE FUNDING/IDENTIFY PROJECTS
Funding pursuit is a critical component and outcome of the safety plan and is required to implement the
suggested projects and forward WEN goals found herein. WEN will use the safety plan to pursue funding
programs and to implement safety improvements throughout the Reservation-wide roadway system.
Documenting and analyzing crashes, identifying locations where safety issues exist, and identifying safety
strategies to address concerns, allows WEN opportunities to submit federal and/or State program funding
applications. Table 6 includes a list of federal funding sources and Table 7 include a list of state funding
sources, both formula and discretionary (competitive), available to WEN to address transportation safety
issues and fund safety improvements.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 17
Table 6 – Funding Opportunities, Federal
Federal Highway (FHWA) and Bridge Programs: Tribal Eligibility for through Federal Funding Sources
Program
Funding
Tribal Transportation Program (TTP)
New
Program
Formula or
Competitive
Purpose
$3.01B
F
Provide safe and adequate transportation and public road access.
Tribal Transportation Priority Projects
Program
$45M
C
Funding for those whose annual allocation of funding received under the
TTP is insufficient to complete the highest priority project.
Tribal Transportation Facility Bridge
Program / Bridge Formula Program (BFP)
Tribal Bridge Set-aside
$825M
C
Replace, rehabilitate preserve, protect, and construct new bridges.
Tribal Transportation Facility Bridge
Program / Bridge Investment Program
(BIP) Tribal Bridge Set-aside
$200M
C
Replace, rehabilitate, preserve, protect, and construct new bridges.
Tribal Transportation Program Safety Fund
(TTPSF)
$121M
C
Prevent and reduce transportation-related injuries and fatalities on
Tribal Lands.
Accelerated Innovation Deployment (AID)
Demonstration
$10M
C
Provide funding as an incentive to accelerate the deployment and
adoption of proven innovative practices and technologies.
Flexible and in some instances 20% match required. TTP funds can be
used for the match.
20% Match required – TTP funds can be used for match.
Active Transportation Infrastructure
Investment Program (ATIIP)
$200M
Bridge Formula Program (BFP)
$27.5B
New
C
Supports active transportation networks and spines such as safe bike
paths and walking trails
F
Fund the replacement, rehabilitation, preservation, and construction of
highway bridges.
20% match required.
Bridge Investment Program (BIP)
$12.5B
Charging and Fueling Infrastructure
$2.5B
New
Highway Safety Improvement Program
(HSIP)
White Earth Tribal Transportation Safety Plan
February 2024
C
Fund the planning and improvement of bridge condition, safety,
efficiency, and reliability.
C
Support deployment of EV charging infrastructure and hydrogen,
propane, and natural gas fueling infrastructure.
F
Reduce traffic fatalities and serious injuries on all public roads.
Match is flexible but generally 20%. TTP funds can be used as a match.
Page | 18
Federal Highway (FHWA) and Bridge Programs: Tribal Eligibility for through Federal Funding Sources
Program
Funding
Infrastructure for Rebuilding American
(INFRA) (Nationally Significant Freight and
Highway Projects)
$7.25B
New
Program
Formula or
Competitive
Purpose
C
Advance multimodal freight and highway projects of national or regional
significance that improve the safety, efficiency, and reliability of the
system.
20% match required. TTP funds may be used as a match.
Local and Regional Project Assistance
(RAISE)
$8.275B
National Infrastructure Project Assistance
“Mega-Projects”
$5B
New
C
Fund transportation infrastructure projects with significant local or
regional impact.
C
Support multijurisdictional or regional projects of significance that may
also cut across multiple modes of transportation.
20% match required. TTP funds can be used for the match.
National Scenic Byways
$22M
C
Fund improvements that merit national recognition for outstanding
scenic, historic, cultural, natural recreational and archeological qualities.
20% match required. TTP funds can be used for the match.
Nationally Significant Federal Lands and
Tribal Projects Program (NSFLTP)
$275M
Promoting Resilient Operations for
Transformative, Efficient, and Cost-Saving
Transportation (PROTECT)
$1.4B
Reconnecting Communities Pilot
$1B
New
C
Address significant challenges across the nation for transportation facilities
that serve Federal and tribal lands.
C
Support resilience improvements.
20% match (can be flexible) is required. TTP funds can be used for the
match.
New
C
Restore community connectivity by removing highways that create
barriers.
20% match required. TTP funds can be used for the match.
Rural Surface Transportation Grants
$2B
New
C
Improve and expand surface transportation infrastructure in rural areas.
20% match (flexible) required. TTP funds can be used for the march.
Safe Streets and Roads for All (SS4A)
$5B
New
C
Support local safety initiatives to prevent transportation related deaths
and serious injuries.
20% match required.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 19
Federal Highway (FHWA) and Bridge Programs: Tribal Eligibility for through Federal Funding Sources
Program
Funding
Strengthening Mobility and Revolutionizing
Transportation (SMART) Grant Program
Transportation Alternatives
New
Program
Formula or
Competitive
Purpose
$500M
C
C Fund demonstration projects focused on advanced smart city or
community technologies and systems to improve transportation efficiency
and safety.
$7.2B
C
Fund a variety of generally smaller-scale transportation projects.
20% match (flexible) required. TTP funds can be used for the match.
Wildlife Crossing Pilot Program
$350M
New
C
Reduce the number of wildlife-vehicle collisions and improve habitat
connectivity.
20% match required. TTP funds can be used for the match.
Source: https://highways.dot.gov/sites/fhwa.dot.gov/files/docs/federal-lands/programs-tribal/36311/transportation_funding_opportunities_for_tribal_nations_1.pdf
Table 7 – Funding Opportunities, State
MnDOT Highway Safety Programs: Tribal Eligibility through MnDOT Funding Sources
Program
Funding
Transportation Alternatives Program
$12.5M
New
Program
Formula or
Competitive
Purpose
C
Competitive grant for local communities and regional agencies to fund
projects for pedestrian and bicycle facilities, historic preservation, SRTS
and more.
C
Grants and technical assistance to make walking, biking and rolling
better. Program aims to increase the number of people walking and
biking to destinations.
($1.12M in
NW MN)
Active Transportation
$13.2M
Regional Trail Program
Grants to local units of government to promote development of
regionally significant trails out the seven-county metro area.
Local Trail Connections
Promote relatively short trail connections between where people live and
desirable locations, not to develop significant new trails.
Greater MN Parks & Trails Legacy Fund
Funding for parks and trails of regional significance outside the seven
county metro area.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 20
MnDOT Highway Safety Programs: Tribal Eligibility through MnDOT Funding Sources
Program
Funding
New
Program
Formula or
Competitive
Purpose
Local Road Improvement Program
$1.5M
New
C
Provides funding for capital construction costs only – LRIP funds cannot
be used for engineering, right of way, or other non-construction related
costs
White Earth Tribal Transportation Safety Plan
February 2024
Page | 21
COMPREHENSIVE ANALYSIS OF THE ROADWAY SYSTEM
SYSTEMIC SAFETY ANALYSIS
The systemic safety approach looks at safety concerns proactively, by seeking out locations that are
considered to be at risk not only based on historical crash data, but also by roadway characteristics known to
make roads more dangerous. A proactive systemic approach is used to identify risk and assign safety
strategies to all rural roadways and intersections across the White Earth Reservation to address safety
concerns before a crash occurs.
FHWA describes systemic analysis as, “using crash and roadway data in combination to identify high-risk
roadway features that correlate with particular crash types. Agencies have traditionally relied on crash
history data to identify ‘hot spots,’ or sites with high crash frequency. However, severe crashes are widely
dispersed over road networks, and their location and frequency fluctuate over time. Systemic analysis
identifies locations that are at risk for severe crashes, even if there is not a high crash frequency. Practitioners
can then apply low-cost countermeasures to those locations. The benefit is wider, but more targeted, safety
investment.”
Data Collection
SRF worked with White Earth Public Works and MnDOT staff to assemble base roadway network data in a
Geographic Information Systems (GIS) application (mapping). This data is used to identify the roadway’s
network elements including intersections, segments, and curves.
A GIS database tracks all roadway features and crash data for each roadway. Each county trunk highway
network element analyzed was included in the GIS database. Maps documenting the roadway network
analyzed for segments, curves, and intersections is included in Figure 8 through Figure 10.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 22
Figure 8 - Segments Analyzed
White Earth Tribal Transportation Safety Plan
February 2024
Page | 23
Figure 9 - Curves Analyzed
White Earth Tribal Transportation Safety Plan
February 2024
Page | 24
Figure 10 - Intersections Analyzed
White Earth Tribal Transportation Safety Plan
February 2024
Page | 25
Roadway Feature Data Collected
Understanding the roadway characteristics helps in identifying high priority locations on the transportation
system. Roadway feature data and traffic volumes are collected and documented in GIS for all roadway
segments, intersections, and curves. This data is collected through a number of resources starting with data
available from MnDOT as well as aerial and street level photography. Table 8 provides a list of roadway
feature data collected for each rural paved network segment, curve, and intersection.
Table 8 – Roadway Feature Data Collected
Segments
Curves
Intersections
AADT
AADT
Area Type
Length
Length
Configuration
Area Type
Radius
Design
Number of Lanes
Area Type
Traffic Control
Roadway Design
Roadway Design
Skew
Roadway Surface Type
Surface Type
Lighting
Median Type
Lane Width
Speed Limit
Median Width
Shoulder Type
AADT
Lane Width
Striping
Adjacent Curve
Striping
Rumbles
Adjacent Trip Generator
Shoulder Type
Edge Risk
Railroad Crossings
Rumbles
Sign Inventory
Previous Stop
Access
Adjacent Intersection
Crashes
Edge Risk
Visual Trap
AADT Cross Product
Curve Density
Isolated Curve
Median Type
Crashes
Crashes
Roadway Network Analysis
Analyzing the roadway network to determine which locations contain roadway features that are considered
“at-risk”, requires data for a much larger geographical area to review and compare to roadways within the
White Earth Reservation. Reviewing and comparing data locally versus a larger geographic area increases the
statistical reliability that findings from local data are significant and not an anomaly. An outcome of this
review and comparison is the identification of an initial set of risk factors. A risk factor is a roadway feature
that is present at numerous locations that have experienced a severe (fatal and serious injury) crash.
Using a large data set, a comparison of roadway features to severe crashes was made to identify locations
that are at-risk. Since a database with roadway features and severe crash data is not available for the
counties directly surrounding White Earth Nation, data was used from other counties in Minnesota. Roadway
and crash data has been collected for many county roads throughout the state. This data was used to
compare to White Earth Nation data and identify the risk factors to use for location prioritization. Analysis of
White Earth Tribal Transportation Safety Plan
February 2024
Page | 26
this larger geographic area includes reviewing locations with severe crashes and identifying roadway and
traffic characteristics common at these locations.
Risk Factors
Using the risk factors shown in Table 9 through Table 11, all roadway segments, intersections, and curves in
White Earth Nation are reviewed to determine which locations have the identified risk factors present. Each
location is assessed using a “check” ranking system, assigning a check for each risk factor that is present. The
more checks given to a location, the more at-risk the location is to experience a severe crash.
Table 9 – Summary of Segment Risk Factors
Risk Factor
Value/Range
ADT Range
ADT between 500 and 2,000 vpd
Access Density
Seven access points per mile or greater
Lane Departure Crash Density
Greater than 0.05 crashes per year
Critical Radius Curve Density
Greater than 0.6 curves per mile
Edge Risk Assessment
Edge Risk assessment of 2C, 2S, or 3
Shoulder Width
Shoulder width less than four feet
Table 10 – Summary of Curve Risk Factors
Risk Factor
Value/Range
Critical Radius
Radius between 500 and 1,400 feet
Shoulder Type
Gravel/Grass
ADT
ADT greater than 1,000 vpd
Adjacent Intersection
Present
Visual Trap
Present
Edge Risk
Edge Risk assessment of 2C, 2S, or 3
Table 11 – Summary of Intersection Risk Factors
Risk Factor
Value/Range
Cross Product
Greater than 1,000,000
Alignment Skew
Greater than 10 degrees
Adjacent Curve
Present
Adjacent Trip Generator
Present
Railroad Crossing
Present
Previous Stop
Greater than five miles
Total Severe Crashes
Greater than zero
White Earth Tribal Transportation Safety Plan
February 2024
Page | 27
Prioritization
Once all locations are assessed for risk factors, the segments, curves, and intersections are sorted and
prioritized by check ranking. Locations with more checks are a higher priority. High priority locations include
the top three check rankings of each network element category. Emphasis is given to rural areas with higher
speed limits since this is where the majority of severe crashes occur.
A summary of high priority locations is shown in Table 12. Maps of the high priority roadway segments,
curves, and intersections are shown in Figure 11 through Figure 12.
Table 12 – Summary of High Priority Locations
State Highways
County Highways
Total
Segments
14
38
52
Curves
107
149
256
Intersections
19
33
46
White Earth Tribal Transportation Safety Plan
February 2024
Page | 28
Figure 11 - High Priority Segments
White Earth Tribal Transportation Safety Plan
February 2024
Page | 29
Figure 12 – High Priority Curves
White Earth Tribal Transportation Safety Plan
February 2024
Page | 30
Figure 13 - High Priority Intersections
White Earth Tribal Transportation Safety Plan
February 2024
Page | 31
Project Assignment
Projects are assigned using the list of prioritized locations and selected preferred safety strategies that are
the “best fit” for a particular location based on the existing roadway features. Average daily traffic (ADT) is
the primary factor in the segment and intersection project decision trees. The primary factors in the curve
project decision tree are curve radius and the presence of a visual trap. The rural safety strategy criteria are
shown in Table 13 through Table 15.
Table 13 - Rural Segment Project Criteria
Criteria
Clear Zone Maintenance
Edge Risk is 2C or 3
Enhanced Edgeline
AADT is less than 500
Shoulder Rumble Strips
AADT is greater than 500
Shoulder Paving (2 feet)
Existing Shoulder is not Paved and AADT is greater than 500
Safety Edge
Existing Shoulder is not Paved and AADT is greater than 500
Centerline Rumble
AADT is greater than 1,700
Table 14 - Rural Curve Project Criteria
Criteria
Clear Zone Maintenance
Edge Risk is 3
Install/Upgrade Chevrons
All High Priority Curves
Shoulder Paving
Existing Shoulder is not Paved and AADT is greater than 500
Shoulder Rumble Strips
If Radius is 500-3,000 Feet
Advance Warning Sign
If Radius is 500-3,000 Feet
Table 15 - Rural Intersection Project Criteria
Criteria
Roundabout
Cross Product is Greater than 2,000,000
Convert to All Way Stop
If Major AADT is less than 10,000 and Minor AADT is greater than 2,000 and
Minor AADT is at least 40% of Major AADT
Install Streetlights
If Minor AADT is greater than 200
Upgrade Signs and Markings
All High Priority Intersections
Reconstruct to Single T
If current configuration is “TT”
White Earth Tribal Transportation Safety Plan
February 2024
Page | 32
Transportation safety professionals recommended to not place all safety enhancements at one location – it
has been proven that the right safety strategy at the right location (right fit) is the most effective way to
enhance safety. Installing all safety strategies at one location can be distracting and actually has the opposite
effect on the overall effectiveness of the safety features implemented. Multiple strategies can be beneficial
but should be reviewed with engineering judgment.
Recommended Projects
Potential safety mitigation projects for high priority roadway segments, curves, and intersections are
included in Appendix C.
Potential roadway safety mitigation projects are determined based on data available for the analysis. High
priority locations have a higher risk for crashes due to site-specific conditions, and therefore make up the
highest check rankings of each category. The final decision for implementing each recommended project is
determined by local agencies due to their local knowledge of their roadway network. For example, if edgeline
rumble strips are suggested in an area with a home or residence nearby, the local agency can decide to install
sinusoidal strips (mumble strips) instead to reduce noise impacts associated with said infrastructure.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 33
TRIBAL TARGETED STRATEGIES
A list of tribal targeted locations with strategies/treatments is identified below. Improvements identified are
solely for the purpose of identifying possible safety treatments/strategies to address each focus area. A full
environmental evaluation process will need to be completed prior to selection of a preferred build
alternative.
Tribal Roadway Projects
Roy Lake to Indian Health Service Clinic – Lighted Shared Use Path
(Mahnomen County)
Figure 14 – Roy Lake to Indian Health Service Clinic
MnDOT completed construction of a shoulder widening,
grade-raise, roadway realignment, and separated
pedestrian sidewalk project along TH 200 from
approximately one mile east of the City of Mahnomen
to the Mahnomen/Clearwater County line. The
separated pedestrian sidewalk was constructed along
the north edge of Roy Lake and connected Roy Lake
Park to the local C-store approximately one mile to the
east.
This project would extend the existing separated
pedestrian sidewalk from Roy Lake Park west along TH
200 approximately three miles to the intersection of
CSAH 4. The separated pedestrian pathway proceed south along CSAH 4 for approximately 2.7 miles and
connect with the Indian Health Service Clinic.
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: Pedestrian pathway from Roy Lake Park (TH 200) to
intersection of TH 200/CSAH 4 then south along CSAH 4 to Indian Health Service Clinic
Intersection Strategies: Intersection lighting
Other – N/A
Location Identified by: WEN TTP Staff, Community/Working Group Input
Grant Opportunities: Active Transportation (AT), Transportation Alternative (TA), Tribal Transportation
Program Safety Fund (TTPSF), Safe Streets and Roads for All (SS4A)
Planning Level Project Cost Estimate: $5,925,000
White Earth Tribal Transportation Safety Plan
February 2024
Page | 34
CSAH 4 Indian Health Center Clinic (Mahnomen County)
CSAH 4 Lighted Pedestrian Pathway is a one-mile pathway in Mahnomen
County running adjacent to CSAH 4 north of the community of
Naytahwaush. The pathway provides a separated pedestrian facility
connection between two (2) essential community facilities, the
Government Work Force Center (sports complex) and the recently
constructed Indian Health Center Clinic.
Figure 15 - CSAH 4 Indian Health Service
Clinic to Sports Complex
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: Lighted pedestrian
pathway from Work Force Center (Sports Complex) to new Indian
Health Service Clinic
Intersection Strategies: N/A
Other – N/A
Location Identified by: WEN TTP Staff, Community/Working Group Input
Grant Opportunities: Active Transportation (AT), Transportation Alternative (TA), Tribal Transportation
Program Safety Fund (TTPSF), Safe Streets and Roads for All (SS4A)
Planning Level Project Cost Estimate: $1,302,045 (2027 Construction)
County Road 34 White Earth
(Becker County)
Figure 16 - County Road 34 (Community of White Earth)
Co Rd 34 is in Becker County and runs through the
community of White Earth. The Co Rd 34 Lighted
Pedestrian Path0.8-mile 0.8-mile pathway that runs
adjacent to Co Rd 34 and connects residential
development on the eastern edge of the community
to the intersection of Co Rd 34 and Co Rd 21. This
project is identified by the White Earth Tribal
Transportation Program as a priority project due to
the number of pedestrians who walk along Co Rd 34
to/from the community of White Earth.
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: Lighted pedestrian pathway from residential development on
eastern edge of the community to the intersection of Co Rd 34 and Co Rd 21.
Intersection Strategies: Crosswalk striping
Other – N/A
Location Identified by: WEN TTP Staff, Community/Working Group Input, Systemic Risk Assessment
White Earth Tribal Transportation Safety Plan
February 2024
Page | 35
Grant Opportunities: Active Transportation (AT), Transportation Alternative (TA), Tribal Transportation
Program Safety Fund (TTPSF)
Planning Level Project Cost Estimate: $2,054,000
US 59/Adams Ave/Washington Ave/
Jefferson Ave (Mahnomen County)
Figure 17 - US 59/Adams Ave/Washington
Ave/Jefferson Ave (Option 2)
Adams, Washington, and Jefferson Avenues all intersect US
59 within the City of Mahnomen. Adams Ave is near the
White Earth Tribal Community College and connects tribal
housing with the City of Mahnomen. US 59 and the
Canadian Pacific railroad are obstacles to pedestrians and
bicyclists who want to cross into the city.
Washington Ave is located one block north of Adams Ave
and provides a designated at-grade crossing from US 59 into
the City of Mahnomen. It is the closest designated crossing
to Adams Ave.
Jefferson Ave is near the Shooting Star Casino and White Earth Reservation Boys and Girls Club, and
experiences high pedestrian usage. The intersection of US 59 and Jefferson Ave is skewed, making it difficult
for drivers to identify pedestrians in addition to on-coming traffic.
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies:
o Option 1 - Traffic Calming Measure (rectangular rapid flashing beacon, signing/marking
treatments to slow traffic, sidewalk on east side of TH 59, sidewalk along Adams Ave
o Option 2 Lighted Shared Use Path from Intersection of Washington Ave/US 59 east to College
Drive near Mahnomen Head Start/Tribal College
Intersection Strategies: Roundabout at Adams Ave/US 59, Roundabout at Jefferson Ave/US 59
Other – N/A
Location Identified by: WEN TTP Staff, Community / Working Group Feedback, WEN LRTP, US 59
Pedestrian Study, Systemic Risk Assessment
Grant Opportunities: HSIP, TTPSF, TA, AT
Planning Level Project Cost Estimate: $8,650,500
White Earth Tribal Transportation Safety Plan
February 2024
Page | 36
Strawberry Lake Road/BIA Route 23 (Becker County)
Strawberry Lake Road is a 4.8-mile roadway in Becker County and serves
as access to residential development along the eastern edge of
Strawberry Lake. The southern half of the roadway includes multiple
curves with limited signage. This project is identified by the White Earth
Tribal Transportation Program as a priority project because of limited
signage approaching and throughout curves.
Figure 18 - Clark Road/BIA Route 14
Treatment:
•
•
•
•
Segment and Curve Strategies: Edgeline Rumble Strips, Centerline
Rumble Strips, Vehicle Speed Feedback Signs, Curve Warning Signs,
Chevrons/Arrow Board
Pedestrian and Bicycle Strategies: N/A
Intersection Strategies: N/A
Other: N/A
Location Identified by: WEN TTP Staff, Community/Working Group
Input
Funding Opportunities: Tribal Transportation Program Safety Fund (TTPSF), Highway Safety Improvement
program (HSIP), Safe Streets and Roads for All (SS4A)
Planning Level Project Cost Estimate: $175,000
Clark Road/BIA Route 14 (Mahnomen County)
Clark Road is a 3.0-mile roadway in Mahnomen County and
serves as access to residential development, hunting
grounds and gathering areas between Naytahwaush and
Roy Lake. This project is identified by the White Earth Tribal
Transportation Program as a priority project because of
safety concerns in the form of a washed-out roadway as a
result of runoff eroding the roadway due to high volume
rain events. Increasing accessibility and safety along the
roadway would allow for the expansion of residential
development along the roadway.
Figure 19 - Clark Road/BIA Route 14
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Pedestrian and Bicycle Strategies: N/A
Intersection Strategies: N/A
Other: Improved hydrology in the form of ditches and culverts to help divert stormwater runoff away
from eroding the existing roadway. The addition of a bituminous surface would eliminate the need to
perform maintenance (blading) on the existing aggregate surface.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 37
Location Identified by: WEN TTP Staff
Funding Opportunities: Promoting Resilient Operations for Transformative, Efficient, and Cost-Saving
Transportation (PROTECT), Rebuilding American Infrastructure with Sustainability and Equity (RAISE)
Planning Level Project Cost Estimate: $3,295,000
North Twin Lake Road
(Mahnomen County)
North Twin Lake Road is in Mahnomen County and
runs through the community of Naytahwaush. The
lighted pedestrian pathway is a 1.4-mile pathway that
runs adjacent to North Twin Lake Road from the
intersection of CSAH 4 and New Circle Dr. This project
is identified in the White Earth Long Range
Transportation Plan as a priority project due to the lack
of a separated pedestrian facility and the number of
pedestrians who walk along North Twin Lake Road
to/from the community of Naytahwaush.
Figure 20 - North Twin Lake Road
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: Lighted pedestrian pathway from intersection of CSAH 4 and
New Circle Dr. to the western edge of the community.
Intersection Strategies: Crosswalk striping
Other – N/A
Location Identified by: WEN TTP Staff, Community/Working Group Input
Grant Opportunities: Active Transportation (AT), Transportation Alternative (TA), Tribal Transportation
Program Safety Fund (TTPSF), Safe Streets and Roads for All (SS4A)
Planning Level Project Cost Estimate: $3,367,750
White Earth Tribal Transportation Safety Plan
February 2024
Page | 38
CSAH 4 Naytahwaush
(Mahnomen County)
Figure 21 – CSAH 4 Naytahwaush
CSAH 4 is in Mahnomen County and is a vital connection between MN
Highways 200 and 113, which are major east/west roadways through the
Reservation. The lighted pedestrian pathway will run from the southern
edge of the community of Naytahwaush south approximately 1.2 miles
near the intersection of North Twin Road and Bass Lake Road. This
project is identified in the White Earth Long Range Transportation Plan as
a priority project due to the number of pedestrians who walk along CSAH
4 to/from the community of Naytahwaush.
Treatment:
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: Lighted pedestrian
pathway from southern edge of the community of Naytahwaush to
the intersection of North Twin Rd and Bass Lake Rd
Intersection Strategies: N/A
•
Other – N/A
•
•
Location Identified by: WEN Long Range Transportation Plan
Grant Opportunities: Active Transportation (AT), Transportation Alternative (TA), Tribal Transportation
Program Safety Fund (TTPSF). Safe Streets and Roads for All (SS4A)
Planning Level Project Cost Estimate: $3,589,750
Community of Naytahwaush – Sidewalks
(Mahnomen County)
Figure 22 – Naytahwaush Sidewalks
The community of Naytahwaush is in Mahnomen County. The roadway
network consists of a mixture of county and tribal roadways. The
community has a population of approximately 600 with residential
development spread across the community. Pedestrians walk on the
edge of the community roadways/streets due to the lack of designated
pedestrian facilities. Separated pedestrian facilities are limited in the
community. Providing sidewalks removes pedestrians from walking on
streets with vehicles. This project is identified in the White Earth Long
Range Transportation Plan as a priority project due to the number of
pedestrians who walk throughout the community of Naytahwaush.
Treatment:
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: Sidewalks throughout
the community where people are currently walking on-street.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 39
•
•
Intersection Strategies: N/A
Other – N/A
Location Identified by: WEN Long Range Transportation Plan
Grant Opportunities: Active Transportation (AT), Transportation Alternative (TA), Tribal Transportation
Program Safety Fund (TTPSF), Safe Streets and Roads for All (SS4A)
Planning Level Project Cost Estimate: $1,559,709
Community of Naytahwaush - Streetlights
(Mahnomen County)
Figure 23 – Naytahwaush Streetlights
The community of Naytahwaush is in Mahnomen
County. The roadway network consists of a mixture of
county and tribal roadways. The community has a
population of approximately 600 with residential
development spread across the community. The
community lacks streetlights to illuminate the
transportation network and provide much needed
safety to pedestrians who walk on the streets at night.
This project is identified in the White Earth Long Range
Transportation Plan as a priority project due to the
number of pedestrians who walk throughout the
community of Naytahwaush, and during dark
conditions.
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: Streetlights throughout the community transportation
system especially where pedestrians may be currently walking on-street during dark conditions.
Intersection Strategies: N/A
Other – N/A
Location Identified by: WEN Long Range Transportation Plan
Grant Opportunities: Active Transportation (AT), Transportation Alternative (TA), Tribal Transportation
Program Safety Fund (TTPSF)
Planning Level Project Cost Estimate: Combined as part of the Community of Naytahwaush – Sidewalk
project
White Earth Tribal Transportation Safety Plan
February 2024
Page | 40
Community of Rice Lake
(Clearwater County)
Figure 24 – Rice Lake Community
The community of Rice Lake is in Clearwater County. The
community is split into two development areas. Original
development occurred west of the Wild Rice River. More
recent development has occurred east of the Wild Rice River
approximately 1.5 miles from the previous development.
Clearwater CR 35 connects the two developments but lacks
designated pedestrian facilities. Existing intersections and
roadway segments lack lighting causing motorists and
pedestrians concerns at night.
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: Lighted Shared-use Path
Intersection Strategies: Intersection Lighting
Other – N/A
Location Identified by: WEN Long Range Transportation Plan, Community/Working Group Input
Grant Opportunities: Active Transportation (AT), Transportation Alternative (TA), Tribal Transportation
Program Safety Fund (TTPSF), Safe Streets for All (SS4A)
Planning Level Project Cost Estimate: $5,725,750
Community of Pine Point
(Becker County)
Figure 25 - Pine Point Community
The community of Pine Point is in Becker County.
Residential development has expanded past the
community’s original footprint. Residential development
occurs west of the community along Becker CR 124.
Residentials who travel by foot or wheel have no
designated facility to travel on. The existing shoulder width
of CR 124 varies from 2-6 feet. Between the residential
development and community is the pow-wow grounds. The
grounds serve as a destination for many pedestrians and
bicyclists multiple times a year. Many community members
walk along the side of CR 124 during nighttime hours. The
lack of intersection lighting and street/roadway lighting
causes concern to motorists and pedestrians/bicyclists.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 41
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: Lighted shared-use path from residential development to
community.
Intersection Strategies: Intersection lighting
Other – N/A
Location Identified by: WEN Long Range Transportation Plan, Stakeholder/community Input
Grant Opportunities: Active Transportation (AT), Transportation Alternative (TA), Tribal Transportation
Program Safety Fund (TTPSF), Safe Streets and Roads for All (SS4A)
Planning Level Project Cost Estimate: $5,474,250
US 59/TH 113 Intersection Improvement
(Mahnomen County)
Figure 26 – US 59/TH 113 Intersection
The community of Waubun is in Mahnomen
County. US 59 carries north and southbound
traffic through the city. TH 113 carries east and
westbound traffic and intersects US 59. The
existing footprint of the intersection consists of
one through lane in each direction (north and
south) on US 59, a right turn lane for southbound
traffic (US 59) and a center left turn lane for
southbound US 59 traffic turning east onto TH
113. Recent commercial development north of the
intersection of US 59/TH 113 in addition to the CStore and church have increased pedestrian traffic
and created a stretch of roadway where vehicles
passing through the intersection contend with
vehicles entering or exiting passing through the intersection.
A vehicle/pedestrian accident occurred Fall 2023. Tribal leadership is requesting intersection and pedestrian
improvements to increase safety at this location.
Treatment:
•
•
•
•
Segment and Curve Strategies: N/A
Possible Pedestrian and Bicycle Strategies: N/A
Intersection Strategies: Roundabout
Other – N/A
Location Identified by: WEN TTP Staff, Community/Working Group Input, Risk Assessment
White Earth Tribal Transportation Safety Plan
February 2024
Page | 42
Grant Opportunities: Rebuilding American Infrastructure with Sustainability and Equity (RAISE), Safe
Streets and Roads for All (SS4A)
Planning Level Project Cost Estimate: $3,134,000
The projects highlighted above are prioritized by WEN TTP staff based on feedback from community
members, PMT members, stakeholder group and local knowledge. A list of projects identified through
community feedback (including survey), PMT meetings, stakeholder input and TTP staff input along with
planning level cost estimates can be found in Appendix D.
SAFETY STRATEGY DEVELOPMENT
Proven safety countermeasures are selected for the White Earth Tribal Transportation Safety Pan using the
critical focus areas and research findings of the National Cooperative Highway Research Program (NCHRP)
500 serious reports and FHWA Crash Modification Factors (CMF) Clearinghouse. These nationally recognized
resources contain the most comprehensive and credible list of safety strategies available to assist local
agencies with implementation. The reports include a brief introduction of each strategy, estimated costs, and
research findings on countermeasure effectiveness (proven, tried, and experimental). Special attention is
given to low-cost, high impact strategies that can be applied systematically in the White Earth Reservation.
Table 16 through Table 20 include crash reduction factors and planning level cost estimates for each roadway
safety strategy. The crash reduction factors are based primarily on the review of the CMF Clearinghouse and
other published research from the NCHRP. The average cost for each strategy is shown using the most recent
construction costs provided by MnDOT staff. Strategies are grouped by segments, intersections, curves,
pedestrians and bicycles, and aggregate surfaces. Appendix E includes a complete list of strategies
considered.
ROADWAY SEGMENTS
Table 16 – Roadway Safety Strategy Crash Reduction Rates and Typical Installation Costs
Roadway Safety Strategy
Shoulder Paving
Shoulder/Edgeline Rumble Strips
Safety Edge
Clear Zone Enhancements
Enhanced Edgeline
Maintenance/Blading
Road Diet
Crash Reduction Rates
Typical Installation Cost
20% - 30% run-of-the-road
crashes (with shoulder rumbles)
14% run-off-the-road crashes
(without shoulder rumbles)
20% run off road crashes
5% - 10%
Increase of 28% to decrease of 18%
4% - 35% for all crashes (with or
without rumble strips)
Not Available
30% - 50%
$54,000 per mile
White Earth Tribal Transportation Safety Plan
February 2024
$5,850 per mile
$10,000 - $20,000 per mile
$50,000 - $500,000 per mile
$5,000 - $20,000 per mile
Not Applicable
$48,000 per mile (three lane)
$36,000 per signalized intersection
for updated (example, loop and
signal head replacement)
Page | 43
INTERSECTIONS
Table 17 – Intersection Safety Strategy Crash Reduction Rate and Typical Installation Costs
Intersection Safety Strategy
Roundabout
LED Stop Signs
Turn Lanes/Bypass Lanes on Major
Road (thru traffic)
All-Way Stop/Yield
Upgrade Signs and Pavement
Markings
Rural Intersection Conflict Warning
System (RICWS)
Streetlights
Mainline Dynamic Warning System
Crash Reduction Rate
Typical Installation Cost
20% - 50% all crash
60%-90% right-angle crashes
0% - 71% angle crashes
25% all crashes
$2,000,000 per intersection
Not Available
40% upgrade of all signs and
pavement markings
15% for STOP AHEAD pavement
marking
50% all crashes
75% severe right-angle crashes
25% - 40% of nighttime crashes
67% angle crashes
54% - 70% all crashes
$2,000 - $6,000 per intersection
$250,000 - $400,000
$1,000 per intersection
$5,000 per approach
$150,000 - $250,000per
intersection
$18,000 per light
CURVES
Table 18 – Curve Safety Strategy Crash Reduction Rate and Typical Installation Costs
Curve Safety Strategy
Chevrons/Arrow Board
Curve Warning Signs
Crash Reduction Rate
Typical Installation Cost
20% - 30% all crashes
30% of serious, minor, and possibly
injury crashes
Vehicle Speed Feedback Sign
5% - 7% all crashes
$4,000
$1,000 Advance curve sign per
curve
$2,000 Advance curve and speed
advisory sign per curve
$30,000 per location
PEDESTRIANS AND BICYCLES
Table 19 – Pedestrian and Bicycle Safety Strategy Crash Reduction Rate and Typical Installation Costs
Pedestrian and Bicycle Safety
Strategy
Sidewalks
Bike Paths/Trails
Median Refuge Island
Curb Extensions
Rectangular Rapid Flash Beacon
(RRFB)
Crash Reduction Rate
Typical Installation Cost
Not Available
Not Available
46% in vehicle/pedestrian crashes
Increase in vehicles yielding to
pedestrians
75% of drivers yield to pedestrians
$5 - $10 per square foot
$50,00 - $150,000 per mile
$24,000
$36,000 per corner
White Earth Tribal Transportation Safety Plan
February 2024
$15,000
Page | 44
AGGREGATE SURFACES
Table 20 – Aggregate Surface Safety Strategy Crash Reduction Rate and Typical Installation Costs
Aggregate Surface Safety
Strategy
Maintenance / Blading
Clear Zone Enhancement
Crash Reduction Rate
Typical Installation Cost
Not Available
Increase of 28% to decrease of 18%
White Earth Tribal Transportation Safety Plan
February 2024
$50,000 t $500,000 per mile
Page | 45
EQUITY ANALYSIS
WHITE EARTH NATION EQUITY ASSESSMENT
Equity considerations are an important factor in the development of the safety plan and will continue to
inform project implementation for WEN moving forward. The safety plan aligns with recent federal policy and
initiatives, including the latest five-year federal highway bill, the Bipartisan Infrastructure Law (BIL), and the
Justice40 Initiative. Equity considerations are interwoven into nearly every discretionary funding program
within the BIL. Under the Justice40 Initiative, 40 percent of the benefits of certain federal investments are
targeted at disadvantaged communities. WEN is in good position to be competitive for federal funding, as
Tribal Reservations are included in the definition of what constitutes a disadvantaged community.
As WEN’s entire jurisdiction is considered a disadvantaged community, the equity analysis herein further
highlights the importance placed by WEN leadership on understanding and serving their community; by
prioritizing projects based on comprehensive disadvantaged community indicators within the Reservation.
Although equity may not be the primary consideration when programming safety projects, the equity
analysis supplements the decision-making process of programming tribal road safety projects and pursuing
discretionary funding through the BIL programs or other funding programs that may have equity
considerations including those outlined in the Justice40 Initiative or by the State of Minnesota.
The safety plan emphasizes equity by:
•
•
•
Ensuring an inclusive and representative public engagement process
Further understanding underserved and disadvantaged communities within White Earth Nation
Incorporating equity considerations into project priority recommendations
INCLUSIVE AND REPRESENTATIVE PLAN
Public engagement for the plan is strategically implemented to cast a wide net of feedback opportunities for
people from all walks of life. Traditional engagement workshops, pop-up events, online survey, and focused
stakeholder engagement events allowed anyone to participate from across the White Earth Reservation.
Tribal leaders, including policy and decision-makers, helped champion the importance of the plan, with
feedback and involvement from the Tribal community deemed a success. All feedback received from the
public across the Reservation is thoughtfully considered in project development and project prioritization.
FURTHER UNDERSTANDING OF A DISADVANTAGED
COMMUNITY
WEN and populations within the Reservation boundary are disadvantaged communities, as defined by the
Federal government. In most transportation equity analyses, utilizing federal data resources to further
identify disadvantaged or underserved communities is a helpful exercise. In this case, federal resources
display data by Census Tract. Because Census Tracts don’t align with the Tribal boundary, the information
would not be useful to the Tribe for prioritizing projects therefore, MnDOT’s SPACE Analysis tool is used as
described further in the paragraphs below.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 46
Although excluded from the equity analysis, the following federal resources provide an overall sense of
socioeconomic indicators that highlight vulnerable populations within White Earth Reservation boundaries.
Table 21 identifies the specific indicators considered to be disadvantaged by the two specific tools used:
Table 21 - Disadvantaged Population Indicators as Identified by Federal Resources
Justice40 Initiative
USDOT
Climate and Economic Justice Screening Tool
Equitable Transportation Community (ETC)
Explorer
Prevalence of Heart Disease
Transportation Insecurity (Access, Cost Burden, Safety)
Low Income
Social Vulnerability (Poverty, Unemployment, Uninsured,
Lack of internet, Endemic Inequality, Age 65+, Age less than
or equal to 17, Disability, Mobile homes)
Lack of Green Space
Health Vulnerability (Asthma Prevalence, Cancer
Prevalence, High Blood Pressure Prevalence, Diabetes
Prevalence, Low Mental Health Prevalence)
Energy Cost
Transportation Barriers
As a disadvantaged community, the Tribe needs to have the best understanding of socioeconomic indicators
to identify where vulnerable populations are located. Without a better understanding, prioritization of
transportation safety improvement projects becomes more challenging, as the entirety of White Earth Nation
is considered a disadvantaged community. As detailed below, MnDOT’s Suitability of Pedestrian and Cyclist
Environment (SPACE) Analysis tool provides a much a finer resolution than socioeconomic or equity
assessment traditionally performed by Census Block Group or Census Tract. The finer resolution of the SPACE
analysis includes analysis detail required to prioritize transportation safety projects across the Reservation.
SUITABILITY OF PEDESTRIAN AND CYCLIST ENVIRONMENT
(SPACE) ANALYSIS
MnDOT launched the SPACE Analysis tool in 2023. The tool is specifically tailored for prioritizing and selecting
transportation projects across the State of Minnesota. SPACE assigns a zero (0) to 100 score on a hexagonal
tessellation (pattern or grid) by layering publicly available data including demographic, safety, environmental
justice, and trip generator datasets. The hexagon geometries provide a more organic and finer output of
socioeconomic analysis, as roadways or other barrier features no longer become boundary lines, as they do
under a typical Block Group or Census Tract analysis.
The SPACE score is defined by layering datasets and assigning the data to the corresponding hexagon. Below
are the 19 specific SPACE Analysis socioeconomic factors as grouped by dataset typology:
•
Priority Populations
o Percent of population Age 5-17 greater than average
o Percent of population Age 65+ greater than average
o Percent of population Foreign Born greater than average
o Percent of population Native American greater than average
White Earth Tribal Transportation Safety Plan
February 2024
Page | 47
•
•
•
•
o Percent of population with Disability greater than average
Environmental Justice
o “Areas of Concern” by Minnesota Pollution Control Agency (MPCA) Environmental Justice
o Unemployment rate greater than or equal to average
o Percent of population in Poverty in urban area greater than or equal to 25 percent
Risk
o High risk trunk highway intersection for non-motorists
Latent Demand
o Percent of workers Commuting 15 Minutes or less, greater than average
o Percent of workers Commuting by Transit greater than zero (0) percent
o Percent of workers Commuting by Walking greater than zero (0) percent
o Percent of workers Commuting by Bicycle greater than zero (0) percent
o Percent of workers with No Access to a Vehicle greater than zero (0) percent
Trip Generators
o Greater than or equal to 25 percent of the population within half-mile of Supermarket
o Within one-mile of K-12 School
o Within 500 feet of Bus Stop
o Within an urban area
o Contains a state Bicycle Trail
The map shown as Figure 27, overlays the SPACE Analysis results for White Earth Nation and severe crash
locations (fatalities and serious injury crashes).
PRIORITIZATION CONSIDERATIONS
Prioritizing projects based on equity analysis is an important exercise that displays a strong understanding of
the White Earth Nation community and forwarding the goals and objectives of USDOT. Using the SPACE
Analysis, the Tribe may consider prioritizing or scoring projects based on SPACE score. Referring to Table 22,
equity prioritization scoring could be setup similar to the scoring displayed.
Table 22 – Example of Prioritizing Projects Based on Equity
SPACE Score
Equity Prioritization Score (out of 5)*
48 - 68
5
43 - 47
4
33 – 42
3
22 – 32
2
11 – 21
1
*Equity prioritization score is just one factor of a comprehensive project prioritization and scoring process.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 48
Figure 27 - SPACE Analysis Map
White Earth Tribal Transportation Safety Plan
February 2024
Page | 49
IMPACTING EQUITY
Proposed implementation strategies at identified locations will positively impact equity within the
Reservation. Strategic safety countermeasures on roadways and intersections will increase safety for drivers,
helping to ensure people can go about their daily lives without being put at higher risk by traveling across
White Earth Nation wherever they need to go. Oftentimes, given the rural nature of the area, residents of
White Earth Reservation must travel great distances to meet basic needs, go to work, get an education,
participate in cultural events, etc., driving greater distances than the average for essential or other services.
By reducing the risks associated with certain roadways across the Reservation, safety can be improved to
ensure accessibility to destinations needed by vulnerable or disadvantaged populations to improve or sustain
their quality of life.
Numerous bicycle and pedestrian safety improvements have been identified across the Reservation.
Improving bicycle and pedestrian safety begins by connecting important community destinations across
White Earth Nation through dedicated infrastructure such as separated paths, wider shoulders, lighting, and
specific consideration of people who walk or bike to go about their daily lives. Connecting vulnerable or
disadvantaged populations from where they live to critical destinations is an important consideration for all,
no matter what mode they choose or in some cases have to take.
People traveling across or through the White Earth Reservation should not face higher risk of fatality or
serious injury in a crash, just because of the community or area they live in.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 50
POLICIES, PROCEDURES, AND OTHER STUDIES
The 2024 White Earth Tribal Transportation Safety Plan aligns with the framework, policies, and procedures
of numerous other agencies at the local, state, and federal levels. Transportation safety is of critical
importance to most jurisdictions, both nationally and locally. The safety plan builds upon policy and
procedures as much as possible, and parallels many of the goals and objectives others are also working
towards and co. Specific materials are listed below.
FEDERAL/STATE
National Roadway Safety Strategy (NRSS)
Figure 28 - Principles of a Safe System Approach
USDOT’s National Roadway Safety Strategy outlines the
Department’s comprehensive approach to significantly
reducing serious injuries and deaths on our Nation’s
highways, roads, and streets. USDOT’s ongoing safety
programs are moving towards a future with zero roadway
fatalities and serious injuries. As part of the NRSS, a Safe
System Approach has been embraced by the transportation
community as an effective way to address and mitigate the
risks inherent in the transportation system. The Safe System
Approach builds and reinforces multiple layers of protection
to both prevent crashes from happening in the first place and
minimize the harm caused by those involved when crashes do
occur. The approach is holistic and comprehensive, providing
a well-established framework to make places safer for
people.
Towards Zero Deaths (TZD)
Towards Zero Deaths is MnDOT’s traffic safety program which aims to reduce deaths and serious injuries on
Minnesota roadways. As part of the TZD program, MnDOT completed a Strategic Highway Safety Plan (SHSP)
in 2020. The core safety policy plan identifies key areas and strategies to reduce deaths and serious injuries
on Minnesota roadways. (https://www.dot.state.mn.us/trafficeng/safety/shsp/) The plan analyzes crash data
along with expert transportation stakeholder input to create a list of effective safety strategies using the four
E’s - Enforcement, Education, Engineering, and Emergency Medical Services and Trauma Systems. The result
is a plan that reflects current and emerging crash trends and emerging safety strategies to address fatal and
serious injury crash trends.
MnDOT D4 Bicycle Plan
MnDOT completed a District 4 Bicycle Plan March 2019. The plan includes information on Regional Priority
Corridors. Prior to the District 4 Bicycle Plan MnDOT completed a Statewide Bicycle Safety Plan. Within the
Statewide Plan, priority corridors consisting of 10-mile wide segments were identified by their regional
significance. The MnDOT District 4 Bicycle Plan identified more refined route alignments and determined
each routes bicycle use significance and potential. The Bicycle Plan also identified Bicycle Investment Routes
within the district to help prioritize projects to receive funding. In addition to determining Bicycle Investment
White Earth Tribal Transportation Safety Plan
February 2024
Page | 51
Routes, the plan also identified route prioritization. Within the six criteria used to score potential Bicycle
Investment Routes an additional fourteen subcategories were evaluated and given a data-based prioritization
criteria score.
Statewide Speed Limit Vision Project
In 2019 MnDOT embarked on a project to establish a vision for setting speed limits supported by cities,
counties, user groups, public safety stakeholders, and enforcement stakeholders across the state. The project
established the Minnesota Statewide Speed Limit Vision which is guided by three core values:
Highway 113 Pedestrian Study
The Highway 113 Pedestrian Study evaluated pedestrian safety and mobility along Trunk Highway (TH) 113
between Untied States Highway (US) 59 to the west and US 71 to the east. The purpose of the Study is to
create a more inclusive roadway corridor for people of all ages and abilities to walk, roll, or bike along
Highway 113. The corridor currently has no pedestrian infrastructure though it connects villages and homes
surrounding Elbow Lake, Tulaby Lake, and Bad Medicine Lake to the City of Waubun to the west and Itasca
State Park to the east. Seasonal homes and popular tourist attractions during the summer result in greater
traffic as well. The existing conditions analysis summarized in the report provided a foundation in which
issues were identified and the development of pedestrian infrastructure and roadway design alternatives
were reviewed. TH 113 is identified in the Minnesota Department of Transportation (MnDOT) 10-Year Capital
Highway Investment Plan (CHIP) for resurfacing in 2027 from County Road (CR) 4 to US 71.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 52
MnDOT District 4 Safety Plan
The MnDOT District 4 Safety Plan (2016) discusses safety strategies and risk factors for the District’s
highways. The plan identifies suggested safety projects for further consideration at high-crash locations
(segments, curves and intersections) based on a systematic risk assessment of the state trunk highway
system. Trunk Highway 113 and 200 and US Highway 59 which run through the White Earth Reservation were
analyzed as part of the plan. The District 4 Safety Plan is currently being updated.
COUNTY
MAHNOMEN
One of the goals of Mahnomen County, per the County’s Signing and Pavement Policy, is to provide a safe,
efficient roadway system for the traveling public. The purpose of this policy is to establish uniformity and
consistency in the application, installation, and maintenance of traffic signs and pavement markings on
Mahnomen County’s roadway system.
This policy recognizes that the MN MUTCD is the standard for all traffic control devices on all public roads in
Minnesota, and therefore all traffic control devices on Mahnomen County’s highway system must conform to
its standards and specifications as specified in Minnesota Statute 169.06.
Mahnomen County will consider roadway user safety, budget, personnel, site conditions, and demonstrated
need in order to evaluate its use of traffic signs and pavement markings on the county road system.
• Installation of Signs
• Sign Maintenance Methods
• Installation of Pavement Markings
• Pavement Markings Maintenance Method
See Appendix F for a copy of Mahnomen County signing and pavement policy
MnDOT worked with Mahnomen County to develop a County Roadway Safety Plan in 2011. The Plan
discusses safety strategies and risk factors for the County Highways. The plan identifies suggested safety
projects for further consideration at high-crash locations (segments, curves, and intersections) based on a
systematic risk assessment of the county roadway system.
BECKER
Based on their mission statement, the Becker County Highway Department is to provide the safest highway
system possible for the residents and visitors of the County by providing efficient and timely maintenance
services and continued cost-effective construction improvements.
MnDOT worked with Becker County to develop a County Roadway Safety Plan in 2011. The Plan discusses
safety strategies and risk factors for the County Highways. The plan identifies suggested safety projects for
further consideration at high-crash locations (segments, curves, and intersections) based on a systematic risk
assessment of the county roadway system.
CLEARWATER
The main objective of the Clearwater County Highway Department is the construction and maintenance of
County Highways and Bridges. The goal of the Highway Department is to ensure that the roadways and
White Earth Tribal Transportation Safety Plan
February 2024
Page | 53
bridges are designed according to Federal and State guidelines, constructed according to the contract
specifications, and properly maintained to ensure the safety of the traveling public.
MnDOT worked with Clearwater County to develop a County Roadway Safety Plan in 2011. The Plan discusses
safety strategies and risk factors for the County Highways. The plan identifies suggested safety projects for
further consideration at high-crash locations (segments, curves, and intersections) based on a systematic risk
assessment of the county roadway system.
TRIBAL
WHITE EARTH NATION
WEN follows Bureau of Indian Affairs Roads Maintenance Program guidance. As part of the program
guidance, there is also dedicated guidance for grading and shaping dirt surfaces guidelines. The majority of
roads under the maintenance jurisdiction of the BIA are dirt roads. Grading dirt roads with a motor grader is
the primary type of maintenance for dirt roads. Best practices and recommendations provided for
equipment operators include blade placement and maintaining a ditch line. The BIA Roads Maintenance
Program document can be found in Appendix F.
In addition to the Roads Maintenance Program, the BIA also provides Adequate Standard Characteristics for
roadway design. The adequate characteristics consider terrain, ADT volumes, roadway classification, existing
and future surface type, minimum roadway width including shoulders, and shoulder width and shoulder type.
Figure 29 illustrates the table used in determining specific characteristics for the specific type of roadway
improvement.
Figure 29 – BIA Adequate Standard Characteristics for Roadways
White Earth Tribal Transportation Safety Plan
February 2024
Page | 54
WEN has completed multiple transportation safety related projects over the last six years. Below is a list of
those projects and partnerships (were appropriate):
•
•
Long Range Transportation Plan Update (2018)
TH 200 Road Safety Audit (2018)
Plans completed in partnership:
•
•
•
TH 200 Safety Improvements – MnDOT (2023)
Highway 113 Pedestrian Study – MnDOT (2024)
Highway 113 Road Safety Audit – MnDOT (2024)
PUBLIC AND STAKEHOLDER OUTREACH
STATE OF THE NATION EVENT
The White Earth Reservation Tribal Council held the
annual State of the Nation address on May 3, 2023 at
the Shooting Star Casino and Event Center in
Mahnomen. The event allows tribal leadership an
opportunity to update tribal membership on key
issues facing WEN. Staff from White Earth, MnDOT
and SRF Consulting Group hosted a booth at the event
to gather transportation system related feedback
from tribal and non-tribal community members in the
form of a roll map dot exercise, comment cards, and
on-line/paper surveys.
A one-page flyer was distributed at the event. The flyer provided project information, identified project
benefits, project schedule, project website link/QR code, and contact information.
PUBLIC SURVEY
A public survey was developed to engage community members and gather input on the Reservation-wide
transportation network. MnDOT developed the on-line/paper copy survey, which was four pages and 20
questions long, and addressed the following transportation system-related areas:
•
•
•
•
Safety Concerns
Crashes
Avoidance Areas
Demographics
A total of 110 responses were received between mid-May to mid-July. Key take aways from the survey
included:
•
More than 50% of respondents avoid walking, biking, taking transit, or driving because of
transportation safety concerns.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 55
•
•
More than 80% of respondents drive as their main form of transportation around the reservation.
43% of respondents noted that they have been, or almost been, in a crash involving a vehicle, bicycle
or pedestrian.
WHITE EARTH POW-WOW
WEN and MnDOT staff attended the White Earth
Pow-wow in June 2023 to gather community
feedback and provide a project update to
community members attending the event.
PROJECT MANAGEMENT
TEAM COORDINATION
The PMT met biweekly to discuss plan progress.
TASK FORCE INPUT
The task force met on August 22, 2023, to discuss
how the plan will be carried out once complete. The
task force will meet again six months after the plan
is finalized.
TECHNICAL AND ENGAGEMENT WORKSHOPS
Technical and engagement workshop took place August 24,
2023, at the Shooting Star Casino and Event Center. A total
of 14 people attended the workshop representing WEN,
MnDOT, Mahnomen County, City of Mahnomen, Circle of
Life Academy, and Central Harvest States. The workshop
allowed the consultant team the opportunity to explain the
safety plan process, present a crash data overview, discuss
systemic safety strategies, and develop a list of project site
locations. Appendix G includes the workshop presentation
and Appendix H includes the project meeting agendas and
summaries.
ENGAGEMENT SUMMARY
Overall, the safety plan development process engaged with over 110 individuals from across White Earth
Nation. Unsurprising to the project team, over half of the people providing feedback, said they try to avoid
certain modes of travel they feel are unsafe, with some others saying they have been or have almost been in
a crash. The engagement efforts were deemed a success.
Engagement and Crash Analysis
The feedback received from the public, PMT, and various stakeholders of the plan is of critical importance to
the crash analysis and implementation strategies. Safety concerns and specific locations of safety concerns
helped the project team supplement data used in the crash analysis to provide a more comprehensive list of
White Earth Tribal Transportation Safety Plan
February 2024
Page | 56
projects. Rural Tribal communities such as White Earth Nation, can face challenges when analyzing crash
data, as there is little to no crash data on local roadways for a meaningful analysis. This is where the public
engagement helps lead the way, through word-of-mouth and personal experiences about safety while
traveling within the Reservation.
PEDESTRIAN SAFETY ACTION PLAN
COMMUNITY SAFETY PLANS (2018 WE LRTP)
The 2018 White Earth Reservation Long Range Transportation Plan included meetings with four tribal
communities within the reservation to get an understanding of transportation safety related concerns.
Meetings were held with the community councils of White Earth, Naytahwaush, Rice Lake and Pine Point.
White Earth
•
•
•
•
•
Street lighting along Mission Road to Circle of Life Academy (COLA)
Street lighting along Becker CSAH 34 from Tribal Headquarters Road to the intersection of Becker
County Hwy 21
Installation of crosswalk signage throughout community
Reinstallation of speed bumps throughout residential development
Increased speed limit signage along Becker County Hwy 21 and Becker CSAH 34 entering the
community
Naytahwaush
•
10’ bituminous multi-use trail along Mahnomen CSAH 4 from southern edge of community to North
Twin Lake Road/BIA 7
White Earth Tribal Transportation Safety Plan
February 2024
Page | 57
•
•
•
•
Sidewalk construction with street lighting along Tower Road from northern residential project
development to Naytahwaush Community Service Center
10’ bituminous multi-use trail with lighting along Valley Trail with connection to Mahnomen CSAH 4
Multi-use trail from north residential project development through wooded area to Giwanakimin
Supportive Housing
Construction of 4’ concrete sidewalk throughout housing development
Rice Lake
•
•
•
•
•
10’ bituminous multi-use lighted trail with bridge from Rice Lake Community Center to Clearwater
CSAH 7
Installation of speed limit signage entering Rice Lake from east edge of community
10’ bituminous multi-use trail from residential development located south of Rice Lake Community
Center through wooded area connecting community with Rice Lake Dam Bridge
Speed bumps installed in residential development
10’ bituminous multi-use trail with lighting to pow-wow grounds
White Earth Tribal Transportation Safety Plan
February 2024
Page | 58
Pine Point
•
•
•
10’ bituminous multi-use trail along Pow-wow Hwy connecting the new residential housing units
with the community
Elimination of vehicular traffic through back yards of housing developments
Sidewalk construction in new housing development
White Earth Tribal Transportation Safety Plan
February 2024
Page | 59
MNDOT STATEWIDE PEDESTRIAN ACTION PLAN
MnDOT completed a Statewide Pedestrian System Plan March 2021. The plan includes a section on Walking
in Indian Country. Reservation land and on-reservation tribal trust land have been identified as higher
priority places for pedestrian improvements.
MnDOT works with federally recognized tribal nations to understand each tribes transportation needs. On
many reservations, tribal members have limited access to motor vehicles and public transit and are forced to
walk along roadways to and from community destinations. Pedestrians are forced to share space with
vehicles traveling at high rates of speed due to the rural setting and long distances between communities.
MnDOT has identified priority pedestrian improvements by using available data to develop the Priority Areas
for Walking Study (PAWS). The study includes a scoring system that identifies areas with a higher need for
pedestrian improvements. The maximum possible score the study area can receive is 19. Areas within the
White Earth Reservation received scores ranging from 4-5, 6-8. And 9-11. The graphic below shows tribal
government area PAWS scores. The use of PAWS assists MnDOT in reviewing infrastructure needs and
solutions with tribal government leads and residents.
Bicycle and walking improvements can be funded by MnDOT through the Capital Highway Invest Plan (CHIP)
and State Transportation Improvement Program (STIP). Individual districts can evaluate high priority
locations through a safety risk analysis. Other projects to improve bicycling and walking along state highways
or within state highway rights-of-way can be funded locally or through competitive grants. Examples of
competitive grants include Transportation Alternatives, Safe Routes to School or the state’s Health
Improvement Program.
MnDOT’s Statewide Pedestrian System Plan identifies the following key findings related to investment
planning for pedestrian improvements:
•
•
•
•
•
•
•
•
•
•
Most walking improvements on trunk highway systems are constructed as part of larger projects that
predominately service the needs of people driving motor vehicles.
Planning for walking infrastructure projects in areas with smaller populations (less than 5,000
people) can be difficult due to lack of MnDOT and local funding sources and a focus on planning for
driving instead of other modes.
Construction limits and right-of-way impacts can be hard to estimate.
Right-of-way acquisition can be difficult to keep within a defined timeline.
Funding is a constraint.
Reconstruction projects are the easiest type of project for incorporating walking improvements.
Some communities don’t see a need for pedestrian improvements.
Communities benefit from having published local plans, such as Safe Routes to School plans, that
support walking improvements.
Early public engagement is critical to gaining community buy-in.
Sidewalk gaps are defined differently across MnDOT work groups.
Figure 30 illustrates priority areas for walking within Tribal Government area.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 60
Figure 30 – MnDOT Statewide Pedestrian Plan Priority Areas
White Earth Tribal Transportation Safety Plan
February 2024
Page | 61
MNDOT DISTRICT 4 BICYCLE PLAN
MnDOT completed a District 4 Bicycle Plan March 2019. The plan includes information on Regional Priority
Corridors. Prior to the District 4 Bicycle Plan MnDOT completed a Statewide Bicycle Safety Plan. Within the
Statewide Plan priority corridors consisting of 10-mile-wide segments were identified by their regional
significance. The MnDOT District 4 Bicycle Plan identified more refined route alignments and determined
each routes bicycle use significance and potential. Coordination with local stakeholders was a primary factor
in the localized corridor determination. Within the plan, three high priority state corridors were identified in
District 4. None of the three locations were located within the White Earth Reservation boundaries. Through
the planning and stakeholder outreach process regional priority corridors were identified in the plan. One
regional priority route was identified within the Reservation boundaries (TH 59).
The Bicycle Plan also identified Bicycle Investment Routes within the district to help prioritize projects to
receive funding. MnDOT’s Office of Transit and Active Transportation (OTAT) assisted the project team
identify state highway projects that have the greatest funding need for bicycle facilities. TH 59 and TH 200
were both identified as Bicycle Investment Routes within the White Earth Reservation. The prioritized list was
determined by six categories.
•
•
•
•
•
•
Location Connections
Population & Equity
Activity Generators
Network
Plan Consistency
Safety
In addition to determining Bicycle Investment Routes, the plan also identified route prioritization. Within the
six criteria used to score potential Bicycle Investment Routes an additional fourteen subcategories were
evaluated and given a data-based prioritization criteria score. Prioritization scores were divided into five tiers
with Tier 1 having the highest prioritization scores. The majority of the White Earth Reservation received Tier
1 prioritization. Tier 1 prioritization combined with TH 59 and TH 200’s designation as regional priority route
places both trunk highways in good position moving forward to pursue federal and state funding to bicycle
improvements. Figure 31 shows the District 4 Bicycle Investment Routes overlaid on the route prioritization
results.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 62
Figure 31 – District 4 Bicycle Investment Routes with Prioritization Scoring Results
White Earth Tribal Transportation Safety Plan
February 2024
Page | 63
PLAN SUMMARY
This plan was developed by WEN in cooperation with MnDOT District 4 and followed FHWA’s process for
developing safety plans. By following this process, WEN will be able to pursue federal funding sources
through multiple programs including the SS4A Program. WEN leadership has committed time and resources
to address fatal and severe crashes within the Reservation boundaries. WEN TTP staff will be responsible for
implementing safety strategies and updating the list of prioritized projects throughout the life of this plan.
A robust public engagement effort was completed as part of this plan and included community and
stakeholder group input that identified safety concern locations and developed a list of prioritized tribal
projects. By allowing the community to participate, the plan was able to build community support and
empowerment.
White Earth Tribal Transportation Safety Plan
February 2024
Page | 64
Appendix A
Safe Streets and Roads for All Self-Certification Eligibility
Worksheet
Safe Streets and Roads for All
Self-Certification Eligibility Worksheet
All applicants should follow the instructions in the NOFO to correctly apply for a grant. See the SS4A website for more
information.
Table 1 of the SS4A NOFO describes eight components of an Action Plan, which correspond to the questions in this
worksheet. Applicants should use this worksheet to determine whether their existing plan(s) contains the required
components to be considered an eligible Action Plan for SS4A.
This worksheet is required for all SS4A Implementation Grant applications and any Planning and Demonstration Grant
applications to conduct Supplemental Planning/Demonstration Activities only. Please complete the form in its
entirety, do not adjust the formatting or headings of the worksheet, and upload the completed PDF with your application.
Eligibility
An Action Plan is considered eligible for an SS4A application for an Implementation Grant or a Planning and
Demonstration Grant to conduct Supplemental Planning/Demonstration Activities if the following two conditions are met:
•
•
You can answer “YES” to Questions 3, 7, and 9 in this worksheet; and
You can answer “YES” to at least four of the six remaining Questions, 1, 2, 4, 5, 6, and 8.
If both conditions are not met, an applicant is still eligible to apply for a Planning and Demonstration Grant to fund the
creation of a new Action Plan or updates to an existing Action Plan to meet SS4A requirements.
Applicant Information
Lead Applicant: ______________________________________________
UEI: ____________________________________
Action Plan Documents
In the table below, list the relevant Action Plan and any additional plans or documents that you reference in this form.
Please provide a hyperlink to any documents available online or indicate that the Action Plan or other documents will be
uploaded in Valid Eval as part of your application. Note that, to be considered an eligible Action Plan for SS4A, the plan(s)
coverage must be broader than just a corridor, neighborhood, or specific location.
Document Title
Link
Date of Most
Recent Update
SS4A Self-Certification Eligibility Worksheet | Page 1 of 5
Action Plan Components
For each question below, answer “YES” or “NO.” If “YES,” list the relevant plan(s) or supporting documentation that address
the condition and the specific page number(s) in each document that corroborates your response. This form provides
space to reference multiple plans, but please list only the most relevant document(s).
1. Leadership Commitment and Goal Setting
Are BOTH of the following true?
• A high-ranking official and/or governing body in the jurisdiction publicly committed to an
eventual goal of zero roadway fatalities and serious injuries; and
• The commitment includes either setting a target date to reach zero OR setting one or more
targets to achieve significant declines in roadway fatalities and serious injuries by a specific date.
YES
NO
Note: This may include a resolution, policy, ordinance, executive order, or other official announcement
from a high-ranking official and the official adoption of a plan that includes the commitment by a
legislative body.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title
Page Number(s)
2. Planning Structure
To develop the Action Plan, was a committee, task force, implementation group, or similar body
established and charged with the plan’s development, implementation, and monitoring?
YES
NO
Note: This should include a description of the membership of the group and what role they play in the
development, implementation, and monitoring of the Action Plan.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title
Page Number(s)
SS4A Self-Certification Eligibility Worksheet | Page 2 of 5
3. Safety Analysis
Does the Action Plan include ALL of the following?
• Analysis of existing conditions and historical trends to provide a baseline level of crashes
involving fatalities and serious injuries across a jurisdiction, locality, Tribe, or region;
• Analysis of the location where there are crashes, the severity, as well as contributing factors and
crash types;
• Analysis of systemic and specific safety needs, as needed (e.g., high-risk road features or specific
safety needs of relevant road users); and,
YES
NO
• A geospatial identification (geographic or locational data using maps) of higher risk locations.
Note: Availability and level of detail of safety data may vary greatly by location. The Fatality and Injury
Reporting System Tool (FIRST) provides county- and city-level data. When available, local data should
be used to supplement nationally available data sets.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title
Page Number(s)
4. Engagement and Collaboration
Did the Action Plan development include ALL of the following activities?
• Engagement with the public and relevant stakeholders, including the private sector and community
groups;
• Incorporation of information received from the engagement and collaboration into the plan; and
• Coordination that included inter- and intra-governmental cooperation and collaboration, as
appropriate.
YES
NO
Note: This should be a description of public meetings, participation in public and private events, and
proactive meetings with stakeholders.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title
Page Number(s)
SS4A Self-Certification Eligibility Worksheet | Page 3 of 5
5. Equity Considerations
Did the Action Plan development include ALL of the following?
YES
• Considerations of equity using inclusive and representative processes;
• The identification of underserved communities through data; and
• Equity analysis developed in collaboration with appropriate partners, including population
characteristics and initial equity impact assessments of proposed projects and strategies.
NO
Note: This should include data that identifies underserved communities and/or reflects the impact of
crashes on underserved communities, prioritization criteria that consider equity, or a description of
meaningful engagement and collaboration with appropriate stakeholders.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title
Page Number(s)
6. Policy and Process Changes
Are BOTH of the following true?
• The plan development included an assessment of current policies, plans, guidelines, and/or
standards to identify opportunities to improve how processes prioritize safety; and
• The plan discusses implementation through the adoption of revised or new policies, guidelines,
and/or standards.
YES
NO
Note: This may include existing and/or recommended Complete Streets policy, guidelines for
community engagement and collaboration, policy for prioritizing areas of greatest need, local laws
(e.g., speed limit), design guidelines, and other policies and processes that prioritize safety.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title
Page Number(s)
SS4A Self-Certification Eligibility Worksheet | Page 4 of 5
7. Strategy and Project Selections
Does the plan identify a comprehensive set of projects and strategies to address the safety problems in
the Action Plan, with information about time ranges when projects and strategies will be deployed, and
an explanation of project prioritization criteria?
YES
NO
Note: This should include one or more lists of community-wide multi-modal and multi-disciplinary
projects that respond to safety problems and reflect community input and a description of how your
community will prioritize projects in the future.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title
Page Number(s)
8. Progress and Transparency
Does the plan include BOTH of the following?
• A description of how progress will be measured over time that includes, at a minimum, outcome
data.
• The plan is posted publicly online.
YES
NO
Note: This should include a progress reporting structure and list of proposed metrics.
If “YES,” please list the relevant document(s) and page number(s) that corroborate your response.
Document Title
Page Number(s)
9. Action Plan Date
Was at least one of your plans finalized and/or last updated between 2019 and April 30, 2024?
YES
NO
Note: Updates may include major revisions, updates to the data used for analysis, status updates, or the
addition of supplemental planning documents, including but not limited to an Equity Plan, one or more
Road Safety Audits conducted in high-crash locations, or a Vulnerable Road User Plan.
If “YES,” please list your most recent document(s), date of finalization, and page number(s) that
corroborate your response.
Document Title
Date of Most
Recent Update
Page Number(s)
SS4A Self-Certification Eligibility Worksheet | Page 5 of 5
Appendix B
White Earth Reservation Business Committee Resolution of
Support
Appendix C
Systemic Analysis Data, Analysis, and Prioritization and Project
Recommendations
Null
White Earth Nation Tribal Transportation Safety Plan
Null
2-Lane Undivided
3-Lane, Center Turn Lane
2-Lane Undivided with Turn Lane(s)
Segment Data
December 8, 2023
Null
0
4
Segment Unique ID
Agency
From
To
Length
(miles)
AADT
Area Type
Number
of Lanes
Segment Design
Description
Surface Type
Median Type
Median Width
(ft)
Lane Width
Becker CR 105.01
Becker CR 107.01
Becker CR 109.01
Becker CR 110.01
Becker CR 111.01
Becker CR 112.01
Becker CR 129.01
Becker CR 142.01
Becker CR 153.01
Becker CR 155.01
Becker CR 156.01
Becker CR 158.01
Becker CR 159.01
Becker CSAH 13.01
Becker CSAH 14.01
Becker CSAH 14.02
Becker CSAH 143.01
Becker CSAH 18.01
Becker CSAH 21.01
Becker CSAH 21.02
Becker CSAH 28.01
Becker CSAH 34.01
Becker CSAH 34.02
Becker CSAH 34.03
Becker CSAH 34.04
Becker CSAH 34.05
Becker CSAH 35.01
Becker CSAH 35.02
Becker CSAH 37.01
Becker CSAH 37.02
Becker CSAH 44.01
Becker CSAH 52.01
Becker CSAH 52.02
Becker CSAH 58.01
Becker CSAH 83.01
Becker CSAH 84.01
Becker CSAH 85.01
Becker CSAH 86.01
Becker CSAH 9.01
Clearwater CR 102.01
Clearwater CR 103.01
Clearwater CR 104.01
Clearwater CR 104.02
Clearwater CR 105.01
Clearwater CR 113.01
Clearwater CR 120.01
Clearwater CSAH 13.01
Clearwater CSAH 25.01
Clearwater CSAH 26.01
Clearwater CSAH 27.01
Clearwater CSAH 28.01
Clearwater CSAH 30.01
Clearwater CSAH 34.01
Clearwater CSAH 35.01
Clearwater CSAH 36.01
Clearwater CSAH 37.01
Clearwater CSAH 39.01
Clearwater CSAH 7.01
Mahnomen CR 100.01
Mahnomen CR 101.01
Mahnomen CR 102.01
Mahnomen CR 103.01
Mahnomen CR 104.01
Mahnomen CR 106.01
Mahnomen CR 107.01
Mahnomen CR 107.02
Mahnomen CR 111.01
Mahnomen CR 113.01
Mahnomen CR 116.01
Mahnomen CR 118.01
Mahnomen CR 119.01
Mahnomen CR 121.01
Mahnomen CR 122.01
Mahnomen CR 123.01
Mahnomen CR 124.01
Mahnomen CR 125.01
Mahnomen CR 127.01
Mahnomen CR 128.01
Mahnomen CR 129.01
Mahnomen CR 130.01
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
CSAH 14 Becker
CSAH 18 Becker
CSAH 21 Becker
CSAH 21 Becker
CSAH 34 Becker
CSAH 21 Becker
280th St Pine Point
CP RR
TH 59
CR 159 Becker
CR 156 Becker
CSAH 34 Becker
CSAH 14 Becker
White Earth Southern Boundary
Western White Earth Boundary
TH 59
CSAH 34 Becker
White Earth Western Boundary
White Earth Southern Boundary
CSAH 34 Becker
TH 59
White Earth Southern Boundary
CSAH 143 Becker
CR 158
CSAH 21
Start 30MPH Zone Ogema
CSAH 37 Becker
CSAH 143 Becker
White Earth Southern Boundary
CSAH 58 Becker
White Earth Southern Boundary
TH 59
Ernster St
CSAH 37 Becker
TH 59
CSAH 83 Becker
0
TH 59
White Earth Western Boundary
171st Ave
MN 200
CSAH 35 Clearwater
CR 104 T Intersection Clearwater
MN 92
CR 103 Clearwater
CSAH 7 Clearwater
MN 92
CSAH 28 Clearwater
MN 92
CSAH 7 Clearwater
CSAH 7 Clearwater
MN 92
CSAH 35 Clearwater
CSAH 7 Clearwater
MN 92
MN 200/92
Becker/Clearwater County Line
CSAH 16 Mahnomen
CSAH 13 Mahnomen
T 55 Mahnomen
110th Ave
T 1022 Polk
CSAH 4 Mahnomen
CSAH 6 Mahnomen
White Earth Western Boundary
CSAH 7 Mahnomen
T 315
MN 113
CSAH 6 Mahnomen
CSAH 12 Mahnomen
TH 59
CR 125 Mahnomen
MN 200
CSAH 1 Mahnomen
CSAH 3 Mahnomen
TH 59
CSAH 11 Mahnomen
MN 113
T 94
CR 140 Mahnomen
White Earth Western Boundary
Becker/Mahnomen County Line
CSAH 34 Becker
CSAH 34 Becker
CSAH 13 Mahnomen
295th Ave White Earth Lake
CSAH 37 Becker
TH 59
CR 109 Becker
TH 59
CSAH 44 Becker
Becker/Mahnomen County Line
CSAH 18 Becker
CSAH 14 Becker
TH 59
CSAH 21 Becker
CSAH 35 Becker
TH 59
CSAH 34 Becker
Becker/Mahnomen County Line
CSAH 28 Mahnomen
CSAH 143 Becker
CR 158
CSAH 21
Start 30MPH Zone Ogema
TH 59
CSAH 143 Becker
MN 113
CSAH 58 Becker
Becker/Clearwater County Line
White Earth Eastern Boundary
Ernster St
CSAH 14 Becker
CSAH 44 Becker
W Dakota St
3rd Ave
0
CSAH 34 Becker
CSAH 14 Becker
MN 92
CSAH 28 Clearwater
CR 120 Clearwater
CSAH 34 Clearwater
CSAH 36 Clearwater
MN 92
CSAH 34 Clearwater
White Earth Eastern Boundary
White Earth Northern Boundary
White Earth Eastern Boundary
MN 92
White Earth Northern Boundary
White Earth Northern Boundary
CSAH 28 Clearwater
MN 92
White Earth Eastern Boundary
White Earth Eastern Boundary
MN 200
White Earth Northern Boundary
MN 113
CSAH 1 Mahnomen
MN 113
CSAH 2 Mahnomen
0
CSAH 10 Mahnomen
CSAH 7 Mahnomen
220th Ave
TH 59
CSAH 12 Mahnomen
CSAH 11 Mahnomen
CSAH 6 Mahnomen
160th Ave
T 186
CSAH 4 Mahnomen
T 14
T8
CSAH 25 Mahnomen
CSAH 3 Mahnomen
CSAH 3 Mahnomen
TH 59
TH 59
5.3
3.5
5.0
4.5
4.0
2.7
8.5
0.1
1.5
2.4
0.4
3.3
8.0
1.0
7.3
3.0
9.8
6.6
9.1
4.2
2.4
8.0
4.0
6.8
3.5
0.5
5.9
10.4
5.3
8.2
7.2
0.4
0.5
4.0
0.4
0.4
0.1
0.5
0.9
1.9
10.1
2.0
1.0
5.6
1.0
2.5
4.0
3.1
4.0
7.0
9.5
6.9
4.0
8.7
4.9
4.0
10.4
11.6
3.0
0.2
1.0
1.6
0.4
2.0
1.2
1.0
2.0
3.4
2.0
1.8
1.6
1.0
5.0
2.0
3.0
1.6
2.1
4.7
1.0
2.0
100
55
120
160
65
160
35
20
80
65
255
300
60
160
590
590
590
250
1450
1000
65
970
590
2650
1500
1600
490
200
770
325
580
170
170
590
55
260
80
305
360
0
75
35
35
25
65
80
255
175
664
801
430
353
165
600
170
195
358
720
15
75
15
15
140
50
50
50
30
70
40
40
55
10
60
35
75
50
45
80
40
30
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Small Town
Rural
Rural
Rural
Rural
Rural
Small Town
Rural
Rural
Rural
Small Town
Small Town
Small Town
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
2-Lane Undivided
Null
Null
Null
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
Null
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
Null
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
Null
Null
Null
Null
Null
Null
Null
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
Null
Null
Null
Null
2-Lane Undivided
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Bituminous
Gravel
Gravel
Gravel
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Gravel
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Gravel
Gravel
Bituminous
Bituminous
Bituminous
Dirt/Unimproved
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Gravel
Gravel
Gravel
Gravel
Bituminous
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9
11
11
10
9
12
12
9
10
11
13
11
10
12
13
12
12
12
12
12
11
13
11
12
12
12
12
11
12
12
12
10
12
14
9
12
12
12
12
5
8
8
8
8
9
9
12
12
12
12
10
12
12
8
12
12
13
11
11
10
10
8
13
10
11
12
5
9
9
10
11
9
7
12
5
11
9
8
8
10
Null
0
4
Center
Edge Line
Line
Width (")
Width (")
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
4
Null
Null
Null
4
4
4
4
4
4
Null
0
4
4
4
4
4
0
4
4
4
0
4
4
Null
4
4
4
4
Null
Null
Null
Null
Null
Null
Null
0
4
4
4
4
0
Null
4
4
4
4
4
Null
Null
Null
Null
0
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
4
Null
Null
Null
4
4
4
4
4
4
Null
0
4
4
4
0
4
0
4
4
4
0
4
4
Null
4
4
4
0
Null
Null
Null
Null
Null
Null
Null
0
4
4
4
4
0
Null
4
4
4
4
4
Null
Null
Null
Null
4
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
0
Gravel
Gravel/Grass
Gravel/Railing
Composite
1
2
3
4
Left Shoulder Type
Left Shoulder
Paved Width
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Null
Null
Null
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Composite
Null
Gravel
Gravel/Grass
Composite
Composite
Composite
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Composite
Gravel
Composite
Null
Composite
Composite
Composite
Gravel/Grass
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Gravel/Grass
Composite
Gravel/Grass
Composite
Gravel/Grass
Null
Gravel/Grass
Gravel/Grass
Composite
Composite
Gravel/Grass
Null
Null
Null
Null
Gravel/Grass
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
0
Null
Null
Null
0
0
0
0
0
0
Null
0
0
1
4
1
0
0
0
1
0
0
0
1
Null
0
4
4
0
Null
Null
Null
Null
Null
Null
Null
0
0
1
0
2
0
Null
0
0
3
1
0
Null
Null
Null
Null
0
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
2
3
4
6
8
Null
0
Gravel
Gravel/Grass
Gravel/Railing
Composite
1
2
3
4
2
3
4
6
8
Left
Right
Right
Shoulder
Shoulder Shoulder
Right Shoulder Type
Gravel
Paved
Gravel
Width
Width
Width
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
2
Null
Null
Null
2
2
1.5
2
0
0
Null
1
2
1
1.5
0
3
1.5
2
1
2
0
3
1
Null
0
0
0
1.5
Null
Null
Null
Null
Null
Null
Null
1
3
2
3
1.5
0
Null
2
3
1
2
1
Null
Null
Null
Null
1.5
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Null
Null
Null
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Composite
Null
Gravel
Gravel/Grass
Composite
Composite
Composite
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Composite
Gravel
Composite
Null
Composite
Gravel
Composite
Gravel/Grass
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Gravel/Grass
Composite
Gravel/Grass
Composite
Gravel/Grass
Null
Gravel/Grass
Gravel/Grass
Composite
Composite
Gravel/Grass
Null
Null
Null
Null
Gravel/Grass
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
0
Null
Null
Null
0
0
0
0
0
0
Null
0
0
1
4
1
0
0
0
1
0
0
0
1
Null
0
0
4
0
Null
Null
Null
Null
Null
Null
Null
0
0
1
0
2
0
Null
0
0
1
1
0
Null
Null
Null
Null
0
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
2
Null
Null
Null
3
3
1.5
2
0
0
Null
1
3
1
1.5
0
3
1.5
2
1.5
2
0
3
1
Null
0
8
0
1.5
Null
Null
Null
Null
Null
Null
Null
1
3
2
3
1.5
0
Null
2
3
2
1.5
1.5
Null
Null
Null
Null
1.5
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Raised
None
Null
Raised
None
Left Curb Type
Right Curb Type
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
None
Null
Null
Null
None
None
None
None
None
Raised
Null
None
None
None
None
Raised
None
None
None
None
None
Raised
None
None
Null
Raised
None
Raised
None
Null
Null
Null
Null
Null
Null
Null
None
None
None
None
None
None
Null
None
None
None
None
None
Null
Null
Null
Null
None
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
None
Null
Null
Null
None
None
None
None
None
Raised
Null
None
None
None
None
Raised
None
None
None
None
None
Raised
None
None
Null
Raised
None
Raised
None
Null
Null
Null
Null
Null
Null
Null
None
None
None
None
None
None
Null
None
None
None
None
None
Null
Null
Null
Null
None
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
White Earth Nation Tribal Transportation Safety Plan
Null
2-Lane Undivided
3-Lane, Center Turn Lane
2-Lane Undivided with Turn Lane(s)
Segment Data
December 8, 2023
Null
0
4
Segment Unique ID
Agency
From
To
Length
(miles)
AADT
Area Type
Number
of Lanes
Segment Design
Description
Surface Type
Median Type
Median Width
(ft)
Lane Width
Mahnomen CR 131.01
Mahnomen CR 132.01
Mahnomen CR 133.01
Mahnomen CR 134.01
Mahnomen CR 135.01
Mahnomen CR 136.01
Mahnomen CR 137.01
Mahnomen CR 138.01
Mahnomen CR 139.01
Mahnomen CR 140.01
Mahnomen CR 141.01
Mahnomen CR 142.01
Mahnomen CR 144.01
Mahnomen CR 227.01
Mahnomen CSAH 1.01
Mahnomen CSAH 1.02
Mahnomen CSAH 1.03
Mahnomen CSAH 10.01
Mahnomen CSAH 10.02
Mahnomen CSAH 10.03
Mahnomen CSAH 10.04
Mahnomen CSAH 10.05
Mahnomen CSAH 11.01
Mahnomen CSAH 12.01
Mahnomen CSAH 12.02
Mahnomen CSAH 13.01
Mahnomen CSAH 13.02
Mahnomen CSAH 14.01
Mahnomen CSAH 15.01
Mahnomen CSAH 16.01
Mahnomen CSAH 17.01
Mahnomen CSAH 19.01
Mahnomen CSAH 2.01
Mahnomen CSAH 2.02
Mahnomen CSAH 20.01
Mahnomen CSAH 21.01
Mahnomen CSAH 22.01
Mahnomen CSAH 25.01
Mahnomen CSAH 25.02
Mahnomen CSAH 26.01
Mahnomen CSAH 3.01
Mahnomen CSAH 3.02
Mahnomen CSAH 4.01
Mahnomen CSAH 4.02
Mahnomen CSAH 4.03
Mahnomen CSAH 4.04
Mahnomen CSAH 4.05
Mahnomen CSAH 4.06
Mahnomen CSAH 5.01
Mahnomen CSAH 5.02
Mahnomen CSAH 6.01
Mahnomen CSAH 6.02
Mahnomen CSAH 7.01
Mahnomen CSAH 8.01
Mahnomen CSAH 9.01
Mahnomen CSAH 9.02
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
MN 200
CSAH 3 Mahnomen
T 69
TH 59
MN 200
MN 200
CSAH 9 Mahnomen
CSAH 3 Mahnomen
CSAH 21 Becker
CSAH 9 Mahnomen
CSAH 1 Mahnomen
CR 107 Becker
Becker/Mahnomen County Line
MN 200
White Earth Western Boundary
TH 59
CSAH 3 Mahnomen
MN 113
CSAH 19 Mahnomen
CSAH 12 Mahnomen
CSAH 6 Mahnomen
Start 30MPH Zone Mahnomen
TH 59
CSAH 10 Mahnomen
TH 59
CSAH 28 Becker
CSAH 21 Becker
CSAH 3 Mahnomen
CSAH 1 Mahnomen
MN 200
MN 113
White Earth Western Boundary
CSAH 11 Mahnomen
MN 200
TH 59
0
CSAH 9 Mahnomen
CSAH 5 Mahnomen
TH 59
MN 113
MN 113
MN 200
MN 113
Start 30MPH Zone Twin Lakes
End 30MPH Zone Twin Lakes
Start 30MPH Zone Naytahwaush
End 30MPH Zone
MN 200
White Earth Western Boundary
Start 30MPH Zone Mahnomen
White Earth Western Boundary
TH 59
CSAH 1 Mahnomen
MN 200
CSAH 10 Mahnomen
MN 200
CSAH 2 Mahnomen
CSAH 3 Mahnomen
CSAH 3 Mahnomen
CSAH 1 Mahnomen
210th St
White Earth Western Boundary
CR 130 Mahnomen
Bliss Rd
CR 144 Mahnomen
180th St
CSAH 2 Mahnomen
MN 113
MN 113
CSAH 9 Mahnomen
TH 59
CSAH 3 Mahnomen
CSAH 15 Mahnomen
CSAH 19 Mahnomen
CSAH 12 Mahnomen
CSAH 6 Mahnomen
Start 30MPH Zone Mahnomen
CSAH 5 Mahnomen
CSAH 3 Mahnomen
TH 59
CSAH 13 Mahnomen
CSAH 21 Becker
MN 113
CSAH 4 Mahnomen
White Earth Northern Boundary
CSAH 7 Clearwater
TH 59
CSAH 10 Mahnomen
MN 200
White Earth Northern Boundary
MN 200
0
TH 59
TH 59
Mn 200
CSAH 12 Mahnomen
MN 200
White Earth Northern Boundary
Start 40MPH Zone Twin Lakes
End 30MPH Zone Twin Lakes
Start 30MPH Zone Naytahwaush
End 30MPH Zone Naytahwaush
MN 200
White Earth Northern Boundary
Start 30MPH Zone Mahnomen
CSAH 10 Mahnomen
TH 59
CSAH 4 Mahnomen
White Earth Northern Boundary
CSAH 42 Norman
MN 200
White Earth Western Boundary
2.0
4.4
4.0
3.0
1.0
3.3
3.0
4.3
4.5
1.1
2.7
2.0
2.5
1.0
4.3
10.0
8.1
2.0
1.0
2.0
5.8
0.5
7.0
4.0
8.2
2.6
2.1
7.3
5.4
1.0
1.0
1.3
3.0
15.1
0.7
0.2
0.4
0.3
2.3
2.0
11.0
15.0
6.7
0.9
1.0
0.7
4.1
13.0
6.2
0.6
6.3
13.1
4.4
4.0
1.0
7.3
5
60
35
60
50
40
35
70
165
15
20
25
190
55
305
280
165
80
80
80
1150
1850
335
25
20
50
770
35
120
780
710
20
130
130
1650
245
25
3050
435
40
345
265
950
950
950
950
950
570
350
880
395
445
50
70
1000
590
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Small Town
Rural
Rural
Rural
Rural
Rural
Small Town
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Small Town
Rural
Rural
Rural
Small Town
Small Town
Rural
Small Town
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Small Town
Rural
Rural
Rural
Rural
Small Town
Rural
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
Null
Null
Null
Null
Null
Null
Null
Null
2-Lane Undivided
Null
Null
Null
Null
Null
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
Null
Null
Null
2-Lane Undivided
Null
Null
2-Lane Undivided
2-Lane Undivided
Null
Null
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
Null
2-Lane Undivided
2-Lane Undivided
Null
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
2-Lane Undivided
Null
Null
2-Lane Undivided
2-Lane Undivided
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Bituminous
Gravel
Gravel
Gravel
Gravel
Gravel
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Gravel
Gravel
Gravel
Bituminous
Gravel
Gravel
Bituminous
Bituminous
Gravel
Gravel
Bituminous
Bituminous
Bituminous
Gravel
Bituminous
Gravel
Gravel
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Gravel
Gravel
Bituminous
Bituminous
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
8
12
9
8
6
8
10
5
11
10
8
10
9
12
12
12
12
11
12
12
12
12
12
11
11
10
12
10
12
12
11
9
9
12
11
12
12
12
12
17
12
11
12
12
12
12
12
12
12
12
8
12
12
10
12
11
Null
0
4
Center
Edge Line
Line
Width (")
Width (")
Null
Null
Null
Null
Null
Null
Null
Null
4
Null
Null
Null
Null
Null
4
4
4
4
Null
4
4
4
4
Null
Null
Null
4
Null
Null
4
4
Null
Null
4
0
0
Null
0
0
Null
4
4
4
4
4
4
4
4
4
4
4
4
Null
Null
4
4
Null
Null
Null
Null
Null
Null
Null
Null
4
Null
Null
Null
Null
Null
4
4
4
4
Null
4
4
4
4
Null
Null
Null
4
Null
Null
4
0
Null
Null
4
0
0
Null
0
0
Null
4
4
4
4
4
4
4
4
4
4
4
4
Null
Null
4
4
0
Gravel
Gravel/Grass
Gravel/Railing
Composite
1
2
3
4
Left Shoulder Type
Left Shoulder
Paved Width
Null
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Null
Null
Null
Null
Null
Composite
Composite
Gravel/Grass
Gravel/Grass
Null
Gravel/Grass
Composite
Composite
Composite
Null
Null
Null
Gravel/Grass
Null
Null
Gravel/Grass
Composite
Null
Gravel/Grass
Gravel/Grass
Composite
Gravel
Null
Composite
Composite
Null
Gravel/Grass
Gravel/Grass
Gravel/Grass
Composite
Composite
Composite
Composite
Composite
Gravel/Grass
Composite
Gravel/Grass
Composite
Null
Null
Composite
Composite
Null
Null
Null
Null
Null
Null
Null
Null
0
Null
Null
Null
Null
Null
0
0
0
0
Null
0
2
0
2
Null
Null
Null
0
Null
Null
0
0
Null
Null
0
0
0
Null
2
0
Null
0
0
0
4
4
2
2
0
0
2
0
0
Null
Null
4
4
2
3
4
6
8
Null
0
Gravel
Gravel/Grass
Gravel/Railing
Composite
1
2
3
4
2
3
4
6
8
Left
Right
Right
Shoulder
Shoulder Shoulder
Right Shoulder Type
Gravel
Paved
Gravel
Width
Width
Width
Null
Null
Null
Null
Null
Null
Null
Null
1.5
Null
Null
Null
Null
Null
0
0
3
2
Null
2
2
1
1
Null
Null
Null
1
Null
Null
1.5
0
Null
Null
3
0
3
Null
0
0
Null
3
1
1.5
1
1.5
1.5
4
1
3
0
3
2
Null
Null
0
1.5
Null
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Null
Null
Null
Null
Null
Composite
Composite
Gravel/Grass
Gravel/Grass
Null
Gravel/Grass
Composite
Composite
Composite
Null
Null
Null
Gravel/Grass
Null
Null
Gravel/Grass
Composite
Null
Null
Gravel/Grass
Gravel
Composite
Null
Composite
Composite
Null
Gravel/Grass
Gravel/Grass
Gravel/Grass
Composite
Composite
Composite
Composite
Composite
Gravel/Grass
Composite
Gravel/Grass
Composite
Null
Null
Composite
Composite
Null
Null
Null
Null
Null
Null
Null
Null
0
Null
Null
Null
Null
Null
0
0
0
0
Null
0
2
0
2
Null
Null
Null
0
Null
Null
0
0
Null
Null
0
0
0
Null
2
0
Null
0
0
0
3
4
2
2
0
0
2
0
0
Null
Null
4
4
Null
Null
Null
Null
Null
Null
Null
Null
1.5
Null
Null
Null
Null
Null
0
0
3
2
Null
2
2
0
1
Null
Null
Null
1
Null
Null
1.5
0
Null
Null
3
4
0
Null
0
0
Null
3
1
1.5
1
1.5
1.5
4
1.5
4
0
1.5
2
Null
Null
0
1.5
Null
Raised
None
Null
Raised
None
Left Curb Type
Right Curb Type
Null
Null
Null
Null
Null
Null
Null
Null
None
Null
Null
Null
Null
Null
Raised
Raised
None
None
Null
None
None
None
None
Null
Null
Null
None
Null
Null
None
Raised
Null
Null
None
Raised
None
Null
Raised
Raised
Null
None
None
None
None
None
None
None
None
None
Raised
None
None
Null
Null
Raised
None
Null
Null
Null
Null
Null
Null
Null
Null
None
Null
Null
Null
Null
Null
Raised
Raised
None
None
Null
None
None
Raised
None
Null
Null
Null
None
Null
Null
None
Raised
Null
None
None
None
Raised
Null
Raised
Raised
Null
None
None
None
None
None
None
None
None
None
Raised
None
None
Null
Null
Raised
None
1
2
3
4
White Earth Nation Tribal Transportation Safety Plan
Segment Data
December 8, 2023
Null
Yes
No
Null
Yes
No
Segment Unique ID
Agency
From
To
Existing
Edgeline
Rumbe
Strips
Existing
Centerline
Rumble
Strips
Road
Access
Commercial
Access
Residential
Access
Field Access
Total
Access
Access
Density
Becker CR 105.01
Becker CR 107.01
Becker CR 109.01
Becker CR 110.01
Becker CR 111.01
Becker CR 112.01
Becker CR 129.01
Becker CR 142.01
Becker CR 153.01
Becker CR 155.01
Becker CR 156.01
Becker CR 158.01
Becker CR 159.01
Becker CSAH 13.01
Becker CSAH 14.01
Becker CSAH 14.02
Becker CSAH 143.01
Becker CSAH 18.01
Becker CSAH 21.01
Becker CSAH 21.02
Becker CSAH 28.01
Becker CSAH 34.01
Becker CSAH 34.02
Becker CSAH 34.03
Becker CSAH 34.04
Becker CSAH 34.05
Becker CSAH 35.01
Becker CSAH 35.02
Becker CSAH 37.01
Becker CSAH 37.02
Becker CSAH 44.01
Becker CSAH 52.01
Becker CSAH 52.02
Becker CSAH 58.01
Becker CSAH 83.01
Becker CSAH 84.01
Becker CSAH 85.01
Becker CSAH 86.01
Becker CSAH 9.01
Clearwater CR 102.01
Clearwater CR 103.01
Clearwater CR 104.01
Clearwater CR 104.02
Clearwater CR 105.01
Clearwater CR 113.01
Clearwater CR 120.01
Clearwater CSAH 13.01
Clearwater CSAH 25.01
Clearwater CSAH 26.01
Clearwater CSAH 27.01
Clearwater CSAH 28.01
Clearwater CSAH 30.01
Clearwater CSAH 34.01
Clearwater CSAH 35.01
Clearwater CSAH 36.01
Clearwater CSAH 37.01
Clearwater CSAH 39.01
Clearwater CSAH 7.01
Mahnomen CR 100.01
Mahnomen CR 101.01
Mahnomen CR 102.01
Mahnomen CR 103.01
Mahnomen CR 104.01
Mahnomen CR 106.01
Mahnomen CR 107.01
Mahnomen CR 107.02
Mahnomen CR 111.01
Mahnomen CR 113.01
Mahnomen CR 116.01
Mahnomen CR 118.01
Mahnomen CR 119.01
Mahnomen CR 121.01
Mahnomen CR 122.01
Mahnomen CR 123.01
Mahnomen CR 124.01
Mahnomen CR 125.01
Mahnomen CR 127.01
Mahnomen CR 128.01
Mahnomen CR 129.01
Mahnomen CR 130.01
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Becker County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Clearwater County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
CSAH 14 Becker
CSAH 18 Becker
CSAH 21 Becker
CSAH 21 Becker
CSAH 34 Becker
CSAH 21 Becker
280th St Pine Point
CP RR
TH 59
CR 159 Becker
CR 156 Becker
CSAH 34 Becker
CSAH 14 Becker
White Earth Southern Boundary
Western White Earth Boundary
TH 59
CSAH 34 Becker
White Earth Western Boundary
White Earth Southern Boundary
CSAH 34 Becker
TH 59
White Earth Southern Boundary
CSAH 143 Becker
CR 158
CSAH 21
Start 30MPH Zone Ogema
CSAH 37 Becker
CSAH 143 Becker
White Earth Southern Boundary
CSAH 58 Becker
White Earth Southern Boundary
TH 59
Ernster St
CSAH 37 Becker
TH 59
CSAH 83 Becker
0
TH 59
White Earth Western Boundary
171st Ave
MN 200
CSAH 35 Clearwater
CR 104 T Intersection Clearwater
MN 92
CR 103 Clearwater
CSAH 7 Clearwater
MN 92
CSAH 28 Clearwater
MN 92
CSAH 7 Clearwater
CSAH 7 Clearwater
MN 92
CSAH 35 Clearwater
CSAH 7 Clearwater
MN 92
MN 200/92
Becker/Clearwater County Line
CSAH 16 Mahnomen
CSAH 13 Mahnomen
T 55 Mahnomen
110th Ave
T 1022 Polk
CSAH 4 Mahnomen
CSAH 6 Mahnomen
White Earth Western Boundary
CSAH 7 Mahnomen
T 315
MN 113
CSAH 6 Mahnomen
CSAH 12 Mahnomen
TH 59
CR 125 Mahnomen
MN 200
CSAH 1 Mahnomen
CSAH 3 Mahnomen
TH 59
CSAH 11 Mahnomen
MN 113
T 94
CR 140 Mahnomen
White Earth Western Boundary
Becker/Mahnomen County Line
CSAH 34 Becker
CSAH 34 Becker
CSAH 13 Mahnomen
295th Ave White Earth Lake
CSAH 37 Becker
TH 59
CR 109 Becker
TH 59
CSAH 44 Becker
Becker/Mahnomen County Line
CSAH 18 Becker
CSAH 14 Becker
TH 59
CSAH 21 Becker
CSAH 35 Becker
TH 59
CSAH 34 Becker
Becker/Mahnomen County Line
CSAH 28 Mahnomen
CSAH 143 Becker
CR 158
CSAH 21
Start 30MPH Zone Ogema
TH 59
CSAH 143 Becker
MN 113
CSAH 58 Becker
Becker/Clearwater County Line
White Earth Eastern Boundary
Ernster St
CSAH 14 Becker
CSAH 44 Becker
W Dakota St
3rd Ave
0
CSAH 34 Becker
CSAH 14 Becker
MN 92
CSAH 28 Clearwater
CR 120 Clearwater
CSAH 34 Clearwater
CSAH 36 Clearwater
MN 92
CSAH 34 Clearwater
White Earth Eastern Boundary
White Earth Northern Boundary
White Earth Eastern Boundary
MN 92
White Earth Northern Boundary
White Earth Northern Boundary
CSAH 28 Clearwater
MN 92
White Earth Eastern Boundary
White Earth Eastern Boundary
MN 200
White Earth Northern Boundary
MN 113
CSAH 1 Mahnomen
MN 113
CSAH 2 Mahnomen
0
CSAH 10 Mahnomen
CSAH 7 Mahnomen
220th Ave
TH 59
CSAH 12 Mahnomen
CSAH 11 Mahnomen
CSAH 6 Mahnomen
160th Ave
T 186
CSAH 4 Mahnomen
T 14
T8
CSAH 25 Mahnomen
CSAH 3 Mahnomen
CSAH 3 Mahnomen
TH 59
TH 59
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
No
Null
Null
Null
No
No
No
No
No
No
Null
No
No
No
Yes
No
No
No
No
No
No
No
No
No
Null
No
No
No
No
Null
Null
Null
Null
Null
Null
Null
No
No
No
No
No
No
Null
No
No
No
No
No
Null
Null
Null
Null
No
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
No
Null
Null
Null
No
No
No
No
No
No
Null
No
No
No
No
No
No
No
No
No
No
No
No
No
Null
No
No
No
No
Null
Null
Null
Null
Null
Null
Null
No
No
No
No
No
No
Null
No
No
No
No
No
Null
Null
Null
Null
No
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
4
4
6
8
5
3
14
1
3
2
2
7
11
2
11
3
11
7
17
10
3
16
13
18
8
8
10
12
6
12
10
8
2
5
4
8
3
4
1
4
17
3
2
10
4
4
5
3
6
12
9
9
7
17
5
3
18
15
4
3
2
3
1
4
4
2
2
6
1
1
3
1
2
2
2
3
4
5
2
3
0
0
0
0
2
1
1
2
0
0
0
1
0
0
2
1
0
0
5
3
0
0
1
0
3
4
3
1
2
1
0
1
1
0
1
6
3
0
0
0
1
0
0
0
0
0
0
0
1
3
3
1
0
4
0
2
2
0
0
0
0
0
0
4
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
5
5
16
23
12
8
15
0
2
6
0
15
4
0
15
6
35
14
27
35
7
84
26
43
9
5
18
44
13
2
13
11
0
6
0
14
0
27
3
10
27
8
1
22
8
9
26
11
32
34
32
31
7
47
19
16
16
43
4
2
1
3
10
1
1
4
0
8
2
2
5
0
18
6
9
1
2
18
0
4
18
17
20
16
18
7
32
0
8
8
3
2
37
7
36
18
18
32
54
22
2
20
10
19
13
1
11
7
26
41
32
0
4
39
4
0
0
3
7
4
26
4
4
19
3
8
7
12
12
28
44
40
22
21
11
17
33
50
10
0
4
3
1
6
2
4
3
15
5
14
8
7
15
3
13
4
5
17
1
6
23
22
36
39
32
16
48
2
10
14
3
18
41
7
53
25
53
46
86
60
9
104
37
62
25
10
32
52
41
44
45
12
5
45
5
20
3
30
10
14
54
12
5
41
11
17
33
23
45
65
79
72
29
72
30
35
51
93
14
2
5
6
11
11
3
8
3
23
8
16
13
7
33
9
22
5
7
35
1
10
4.3
6.3
7.2
8.7
8.1
6.0
5.7
15.4
6.7
5.7
6.7
5.5
5.1
6.9
7.3
8.3
5.4
7.0
9.4
14.4
3.7
13.0
9.2
9.1
7.2
20.4
5.4
5.0
7.7
5.3
6.3
27.9
10.0
11.2
12.3
53.9
29.6
55.2
11.4
7.2
5.3
6.1
5.0
7.4
11.0
6.9
8.3
7.4
11.3
9.3
8.3
10.4
7.3
8.3
6.1
8.7
4.9
8.0
4.7
8.6
5.0
3.8
29.7
5.5
2.4
8.0
1.5
6.7
4.0
8.9
8.3
6.8
6.5
4.5
7.2
3.2
3.4
7.5
1.0
5.0
1
2S
2C
3
Number
Edge Risk
Number of Critical
Edge Risk
Value
of Curves Radius
Curves
0
0
0
0
0
0
0
0
0
0
2
0
0
0
1
2
3
2
2
1
0
4
3
1
3
1
2
4
2
2
2
1
2
2
0
1
3
1
2
0
0
0
0
0
0
0
2
2
2
2
1
2
0
2
2
1
2
2
0
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
2S
Null
Null
Null
1
2S
2C
2S
2S
1
Null
3
2C
1
2C
1
2S
3
2S
2S
2S
1
2S
2S
Null
1
2C
1
2S
Null
Null
Null
Null
Null
Null
Null
2S
2S
2S
2S
1
2S
Null
2S
2S
1
2S
2S
Null
Null
Null
Null
3
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
0
4
0
8
0
5
1
0
0
0
0
6
0
0
0
0
16
0
4
13
0
12
0
8
4
1
13
26
4
13
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
6
2
0
10
4
0
12
7
0
0
0
0
0
0
0
0
2
2
0
0
0
0
4
0
3
0
0
0
0
0
0
4
0
8
0
4
0
0
0
0
0
2
0
0
0
0
13
0
3
7
0
6
0
2
2
1
11
17
2
7
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
3
1
0
4
2
0
1
2
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
2
0
0
0
0
0
1
2
3
4
White Earth Nation Tribal Transportation Safety Plan
Segment Data
December 8, 2023
Null
Yes
No
Null
Yes
No
Segment Unique ID
Agency
From
To
Existing
Edgeline
Rumbe
Strips
Existing
Centerline
Rumble
Strips
Road
Access
Commercial
Access
Residential
Access
Field Access
Total
Access
Access
Density
Mahnomen CR 131.01
Mahnomen CR 132.01
Mahnomen CR 133.01
Mahnomen CR 134.01
Mahnomen CR 135.01
Mahnomen CR 136.01
Mahnomen CR 137.01
Mahnomen CR 138.01
Mahnomen CR 139.01
Mahnomen CR 140.01
Mahnomen CR 141.01
Mahnomen CR 142.01
Mahnomen CR 144.01
Mahnomen CR 227.01
Mahnomen CSAH 1.01
Mahnomen CSAH 1.02
Mahnomen CSAH 1.03
Mahnomen CSAH 10.01
Mahnomen CSAH 10.02
Mahnomen CSAH 10.03
Mahnomen CSAH 10.04
Mahnomen CSAH 10.05
Mahnomen CSAH 11.01
Mahnomen CSAH 12.01
Mahnomen CSAH 12.02
Mahnomen CSAH 13.01
Mahnomen CSAH 13.02
Mahnomen CSAH 14.01
Mahnomen CSAH 15.01
Mahnomen CSAH 16.01
Mahnomen CSAH 17.01
Mahnomen CSAH 19.01
Mahnomen CSAH 2.01
Mahnomen CSAH 2.02
Mahnomen CSAH 20.01
Mahnomen CSAH 21.01
Mahnomen CSAH 22.01
Mahnomen CSAH 25.01
Mahnomen CSAH 25.02
Mahnomen CSAH 26.01
Mahnomen CSAH 3.01
Mahnomen CSAH 3.02
Mahnomen CSAH 4.01
Mahnomen CSAH 4.02
Mahnomen CSAH 4.03
Mahnomen CSAH 4.04
Mahnomen CSAH 4.05
Mahnomen CSAH 4.06
Mahnomen CSAH 5.01
Mahnomen CSAH 5.02
Mahnomen CSAH 6.01
Mahnomen CSAH 6.02
Mahnomen CSAH 7.01
Mahnomen CSAH 8.01
Mahnomen CSAH 9.01
Mahnomen CSAH 9.02
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
Mahnomen County
MN 200
CSAH 3 Mahnomen
T 69
TH 59
MN 200
MN 200
CSAH 9 Mahnomen
CSAH 3 Mahnomen
CSAH 21 Becker
CSAH 9 Mahnomen
CSAH 1 Mahnomen
CR 107 Becker
Becker/Mahnomen County Line
MN 200
White Earth Western Boundary
TH 59
CSAH 3 Mahnomen
MN 113
CSAH 19 Mahnomen
CSAH 12 Mahnomen
CSAH 6 Mahnomen
Start 30MPH Zone Mahnomen
TH 59
CSAH 10 Mahnomen
TH 59
CSAH 28 Becker
CSAH 21 Becker
CSAH 3 Mahnomen
CSAH 1 Mahnomen
MN 200
MN 113
White Earth Western Boundary
CSAH 11 Mahnomen
MN 200
TH 59
0
CSAH 9 Mahnomen
CSAH 5 Mahnomen
TH 59
MN 113
MN 113
MN 200
MN 113
Start 30MPH Zone Twin Lakes
End 30MPH Zone Twin Lakes
Start 30MPH Zone Naytahwaush
End 30MPH Zone
MN 200
White Earth Western Boundary
Start 30MPH Zone Mahnomen
White Earth Western Boundary
TH 59
CSAH 1 Mahnomen
MN 200
CSAH 10 Mahnomen
MN 200
CSAH 2 Mahnomen
CSAH 3 Mahnomen
CSAH 3 Mahnomen
CSAH 1 Mahnomen
210th St
White Earth Western Boundary
CR 130 Mahnomen
Bliss Rd
CR 144 Mahnomen
180th St
CSAH 2 Mahnomen
MN 113
MN 113
CSAH 9 Mahnomen
TH 59
CSAH 3 Mahnomen
CSAH 15 Mahnomen
CSAH 19 Mahnomen
CSAH 12 Mahnomen
CSAH 6 Mahnomen
Start 30MPH Zone Mahnomen
CSAH 5 Mahnomen
CSAH 3 Mahnomen
TH 59
CSAH 13 Mahnomen
CSAH 21 Becker
MN 113
CSAH 4 Mahnomen
White Earth Northern Boundary
CSAH 7 Clearwater
TH 59
CSAH 10 Mahnomen
MN 200
White Earth Northern Boundary
MN 200
0
TH 59
TH 59
Mn 200
CSAH 12 Mahnomen
MN 200
White Earth Northern Boundary
Start 40MPH Zone Twin Lakes
End 30MPH Zone Twin Lakes
Start 30MPH Zone Naytahwaush
End 30MPH Zone Naytahwaush
MN 200
White Earth Northern Boundary
Start 30MPH Zone Mahnomen
CSAH 10 Mahnomen
TH 59
CSAH 4 Mahnomen
White Earth Northern Boundary
CSAH 42 Norman
MN 200
White Earth Western Boundary
Null
Null
Null
Null
Null
Null
Null
Null
No
Null
Null
Null
Null
Null
No
No
No
No
Null
No
No
No
No
Null
Null
Null
No
Null
Null
No
No
Null
Null
No
No
No
Null
No
No
Null
No
No
No
No
No
No
No
Yes
No
No
No
No
Null
Null
No
No
Null
Null
Null
Null
Null
Null
Null
Null
No
Null
Null
Null
Null
Null
No
No
No
No
Null
No
No
No
No
Null
Null
Null
No
Null
Null
No
No
Null
Null
No
No
No
Null
No
No
Null
No
No
No
No
No
No
No
No
No
No
No
No
Null
Null
No
No
3
4
5
4
2
4
3
2
11
2
2
2
4
2
5
16
6
2
2
2
11
7
6
3
12
3
3
7
8
1
15
1
5
13
10
6
2
5
8
2
11
25
16
7
1
4
4
18
9
6
10
13
6
5
15
10
0
1
0
0
0
0
1
0
1
0
0
0
1
0
2
0
0
0
0
0
0
6
2
0
0
0
1
0
2
2
19
0
0
0
6
0
0
2
5
0
2
3
0
3
0
8
2
0
2
3
0
0
0
0
3
0
2
13
4
4
4
4
1
16
17
1
5
0
7
2
10
18
18
3
3
5
13
4
9
7
11
8
6
9
18
4
31
0
4
15
12
8
0
6
12
1
32
39
33
32
1
8
22
62
12
27
5
22
7
5
15
8
10
12
8
12
3
8
6
25
15
0
5
4
8
3
21
48
37
10
2
9
25
0
31
15
20
5
12
15
21
2
2
8
4
62
0
0
2
0
3
8
61
76
11
3
3
4
11
41
17
0
26
45
23
5
0
21
12
26
12
16
7
12
8
41
33
1
10
4
16
5
33
66
55
13
5
14
38
10
42
22
31
13
19
24
41
8
52
8
8
77
18
8
2
8
20
9
95
118
44
38
4
20
35
103
31
30
31
67
30
10
18
29
6.1
5.9
3.0
5.4
7.0
3.7
2.7
9.4
7.3
0.9
3.7
2.0
6.4
5.0
7.7
6.6
6.8
6.5
5.0
7.0
6.5
20.7
6.0
5.5
3.8
5.0
8.9
3.3
7.6
8.0
52.1
6.3
2.7
5.1
25.7
36.6
4.5
24.3
8.7
4.5
8.6
7.9
6.5
44.4
4.1
26.8
8.5
7.9
5.0
52.6
4.9
5.1
6.9
2.5
18.4
4.0
1
2S
2C
3
Number
Edge Risk
Number of Critical
Edge Risk
Value
of Curves Radius
Curves
0
0
0
0
0
0
0
0
4
0
0
0
0
0
2
2
2
2
0
2
1
3
1
0
0
0
2
0
0
4
3
0
2
2
3
2
0
1
1
0
1
2
1
1
1
1
1
1
1
1
1
1
0
0
1
1
Null
Null
Null
Null
Null
Null
Null
Null
3
Null
Null
Null
Null
Null
2S
2S
2S
2S
Null
2S
1
2C
1
Null
Null
Null
2S
Null
Null
3
2C
Null
2S
2S
2C
2S
Null
1
1
Null
1
2S
1
1
1
1
1
1
1
1
1
1
Null
Null
1
1
0
0
0
0
0
0
0
0
9
3
4
0
16
0
0
0
9
0
0
0
3
0
0
0
7
0
3
7
8
0
0
0
0
6
0
0
0
0
0
0
12
12
8
2
2
0
1
7
7
4
0
9
0
0
0
0
0
0
0
0
0
0
0
0
6
0
3
0
3
0
0
0
7
0
0
0
1
0
0
0
4
1
2
6
3
0
0
0
0
5
0
0
0
0
0
0
8
10
3
1
0
0
1
5
5
2
0
1
0
0
0
0
White Earth Nation Tribal Transportation Safety Plan
Rural 2-Lane Segment Data Summary
December 8, 2023
1
4
5
9
13
6
7
46
77
Segment ID
From
To
Area Type
Surface Type
Length
AADT
Access
Density
Lane
Departure
Crash
Density
Becker CR 105.01
Becker CR 107.01
Becker CR 109.01
Becker CR 110.01
Becker CR 111.01
Becker CR 112.01
Becker CR 129.01
Becker CR 142.01
Becker CR 153.01
Becker CR 155.01
Becker CR 156.01
Becker CR 158.01
Becker CR 159.01
Becker CSAH 13.01
Becker CSAH 14.01
Becker CSAH 14.02
Becker CSAH 143.01
Becker CSAH 18.01
Becker CSAH 21.01
Becker CSAH 21.02
Becker CSAH 28.01
Becker CSAH 34.01
Becker CSAH 34.02
Becker CSAH 34.03
Becker CSAH 34.04
Becker CSAH 35.01
Becker CSAH 35.02
Becker CSAH 37.01
Becker CSAH 37.02
Becker CSAH 44.01
Becker CSAH 52.02
Becker CSAH 58.01
Becker CSAH 83.01
Becker CSAH 9.01
Clearwater CR 102.01
Clearwater CR 103.01
Clearwater CR 104.01
Clearwater CR 104.02
Clearwater CR 105.01
Clearwater CR 113.01
Clearwater CR 120.01
Clearwater CSAH 13.01
Clearwater CSAH 25.01
Clearwater CSAH 26.01
Clearwater CSAH 27.01
Clearwater CSAH 28.01
Clearwater CSAH 30.01
Clearwater CSAH 34.01
Clearwater CSAH 35.01
Clearwater CSAH 36.01
Clearwater CSAH 37.01
Clearwater CSAH 39.01
Clearwater CSAH 7.01
Mahnomen CR 100.01
Mahnomen CR 101.01
CSAH 14 Becker
CSAH 18 Becker
CSAH 21 Becker
CSAH 21 Becker
CSAH 34 Becker
CSAH 21 Becker
280th St Pine Point
CP RR
TH 59
CR 159 Becker
CR 156 Becker
CSAH 34 Becker
CSAH 14 Becker
White Earth Southern Boundary
Western White Earth Boundary
TH 59
CSAH 34 Becker
White Earth Western Boundary
White Earth Southern Boundary
CSAH 34 Becker
TH 59
White Earth Southern Boundary
CSAH 143 Becker
CR 158
CSAH 21
CSAH 37 Becker
CSAH 143 Becker
White Earth Southern Boundary
CSAH 58 Becker
White Earth Southern Boundary
Ernster St
CSAH 37 Becker
TH 59
White Earth Western Boundary
171st Ave
MN 200
CSAH 35 Clearwater
CR 104 T Intersection Clearwater
MN 92
CR 103 Clearwater
CSAH 7 Clearwater
MN 92
CSAH 28 Clearwater
MN 92
CSAH 7 Clearwater
CSAH 7 Clearwater
MN 92
CSAH 35 Clearwater
CSAH 7 Clearwater
MN 92
MN 200/92
Becker/Clearwater County Line
CSAH 16 Mahnomen
CSAH 13 Mahnomen
T 55 Mahnomen
White Earth Western Boundary
Becker/Mahnomen County Line
CSAH 34 Becker
CSAH 34 Becker
CSAH 13 Mahnomen
295th Ave White Earth Lake
CSAH 37 Becker
TH 59
CR 109 Becker
TH 59
CSAH 44 Becker
Becker/Mahnomen County Line
CSAH 18 Becker
CSAH 14 Becker
TH 59
CSAH 21 Becker
CSAH 35 Becker
TH 59
CSAH 34 Becker
Becker/Mahnomen County Line
CSAH 28 Mahnomen
CSAH 143 Becker
CR 158
CSAH 21
Start 30MPH Zone Ogema
CSAH 143 Becker
MN 113
CSAH 58 Becker
Becker/Clearwater County Line
White Earth Eastern Boundary
CSAH 14 Becker
CSAH 44 Becker
W Dakota St
CSAH 14 Becker
MN 92
CSAH 28 Clearwater
CR 120 Clearwater
CSAH 34 Clearwater
CSAH 36 Clearwater
MN 92
CSAH 34 Clearwater
White Earth Eastern Boundary
White Earth Northern Boundary
White Earth Eastern Boundary
MN 92
White Earth Northern Boundary
White Earth Northern Boundary
CSAH 28 Clearwater
MN 92
White Earth Eastern Boundary
White Earth Eastern Boundary
MN 200
White Earth Northern Boundary
MN 113
CSAH 1 Mahnomen
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Rural
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Bituminous
Gravel
Gravel
Gravel
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Gravel
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Gravel
Bituminous
Dirt/Unimproved
Gravel
Gravel
Gravel
Gravel
Gravel
Gravel
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Bituminous
Gravel
Gravel
5.3
3.5
5.0
4.5
4.0
2.7
8.5
0.1
1.5
2.4
0.4
3.3
8.0
1.0
7.3
3.0
9.8
6.6
9.1
4.2
2.4
8.0
4.0
6.8
3.5
5.9
10.4
5.3
8.2
7.2
0.5
4.0
0.4
0.9
1.9
10.1
2.0
1.0
5.6
1.0
2.5
4.0
3.1
4.0
7.0
9.5
6.9
4.0
8.7
4.9
4.0
10.4
11.6
3.0
0.2
100
55
120
160
65
160
35
20
80
65
255
300
60
160
590
590
590
250
1450
1000
65
970
590
2650
1500
490
200
770
325
580
170
590
55
360
0
75
35
35
25
65
80
255
175
664
801
430
353
165
600
170
195
358
720
15
75
4.3
6.3
7.2
8.7
8.1
6.0
5.7
15.4
6.7
5.7
6.7
5.5
5.1
6.9
7.3
8.3
5.4
7.0
9.4
14.4
3.7
13.0
9.2
9.1
7.2
5.4
5.0
7.7
5.3
6.3
10.0
11.2
12.3
11.4
7.2
5.3
6.1
5.0
7.4
11.0
6.9
8.3
7.4
11.3
9.3
8.3
10.4
7.3
8.3
6.1
8.7
4.9
8.0
4.7
8.6
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.4
0.1
0.0
0.0
0.0
0.1
0.1
0.0
0.1
0.1
0.0
0.1
0.0
0.2
0.0
0.1
0.0
0.2
0.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.1
0.0
0.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.1
0.1
0.0
51
Critical
Radius
Curve
Density
0.0
1.1
0.0
1.8
0.0
1.5
0.0
0.0
0.0
0.0
0.0
0.6
0.0
0.0
0.0
0.0
1.3
0.0
0.3
1.7
0.0
0.7
0.0
0.3
0.6
1.9
1.6
0.4
0.8
0.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.3
0.3
0.1
0.0
0.5
0.4
0.0
0.1
0.2
0.0
0.0
Total Miles
26
530.87231
55
Edge Risk
Assessment
Shoulder Width
Severe
Crashes
Right Shoulder
Type
Left Shoulder
Type
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
2S
Null
Null
Null
1
2S
2C
2S
2S
1
Null
3
2C
1
2C
2S
3
2S
2S
2S
2S
2S
Null
2S
Null
Null
Null
Null
Null
Null
Null
2S
2S
2S
2S
1
2S
Null
2S
2S
1
2S
2S
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
2
Null
Null
Null
2
2
2
2
0
0
Null
1
2
2
6
3
2
2
2
2
3
2
Null
2
Null
Null
Null
Null
Null
Null
Null
1
3
3
3
4
0
Null
2
3
4
3
1
Null
Null
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
1
1
0
0
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Null
Null
Null
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Composite
Null
Gravel
Gravel/Grass
Composite
Composite
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel
Composite
Null
Gravel/Grass
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Gravel/Grass
Composite
Gravel/Grass
Composite
Gravel/Grass
Null
Gravel/Grass
Gravel/Grass
Composite
Composite
Gravel/Grass
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Null
Null
Null
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Composite
Null
Gravel
Gravel/Grass
Composite
Composite
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel/Grass
Gravel
Composite
Null
Gravel/Grass
Null
Null
Null
Null
Null
Null
Null
Gravel/Grass
Gravel/Grass
Composite
Grave
This text is long and has been trimmed here. Open the source document for the complete record.
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.