For the Cher-Ae Heights Indian Community of the Trinidad Rancheria

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Long-Range

Transportation Plan

For the Cher-Ae Heights Indian Community of the Trinidad Rancheria

Achieving the Tribe’s vision for a Safe, Sustainable, Integrated, and Efficient Tribal transportation system

for All Users that will increase equity for the disadvantaged Tribal community by identifying broad,

community-informed goals/strategies to meet community health, employment, economic, cultural,

educational, and environmental needs.

Trinidad Rancheria

Sustainable and Comprehensive

Long-Range Transportation Plan

Executive Summary

This Long-Range Transportation Plan (LRTP) is intended to define the multimodal transportation

vision for the Cher-Ae Heights Indian Community of the Trinidad Rancheria over the next 20+

years. Four main properties covering 108 acres comprise Trinidad Rancheria holdings: the Main

parcel (administrative hub for Tribal government), the Harbor parcel near Trinidad Head,

Westhaven and Trillium residential parcels, and another residential parcel in McKinleyville.

The LRTP explores four main topics:

In Chapter 2, a review of the Tribe's planning efforts highlights a recurring theme: there is a critical

need for safe and reliable access to/from Tribal lands.

An inventory of the existing transportation system lays the groundwork for the LRTP:

understanding its extents, its condition, and its ability to serve the community’s needs. Much of

the analysis focuses on the National Tribal Transportation Facility Inventory (NTTFI)—roads, trails

and other facilities that provide transportation and public access to, within, and through Indian

reservations and native communities while contributing to health, safety, and economic

development. Other modal connections within the larger regional network are also discussed as

they impact the Tribe’s mobility and access. Chapter 3 discusses existing land use patterns, modal

component’s of the transportation network, and safety trends.

Building from this context, Chapter 4 looks to the future. The 2011 Comprehensive Plan lays the

foundation, supplemented by conversations with Tribal leaders and other members to define its

ES-1

Long-Range Transportation Plan

goals over the 20-year planning horizon. The Trinidad Rancheria envisions a Safe, Sustainable,

Integrated, and Efficient Tribal transportation system for All Users that will increase equity for the

disadvantaged Tribal community by identifying broad, community-informed goals/strategies to

meet community health, employment, economic, cultural, educational, and environmental needs.

The gap between where we are today and where we want to be tomorrow identifies opportunities

and investment priorities (Chapter 5). Potential projects were identified from several sources:

previously identified needs from past studies, substandard geometrics concerns from 2023 field

surveys, safety needs suggested by available crash data, and input received from Tribal leaders

and community members. The result is a list of potential transportation projects for each

geographic area. Each was weighed against performance measures that support the Tribe’s Vision

statement. Prioritized projects are listed in Table ES-1, which reflects objective screening criteria

and subjective input during a November 2024 public meeting.

Table ES-1: Prioritized Projects

High Priorities

Medium Priorities

Low Priorities

• US 101 Trinidad Area Access

Improvements Project

• Smaller scale Scenic Drive safety

improvements

• Planning to expand transit

services to all Tribal parcels

• Striping for Bay Street/parking

areas at Harbor

• Address bluff stability at UeKwe’Won Beach/Lighthouse Road

• Increased sidewalk connections at

Westhaven, Trillium, and

McKinleyville parcels

• Traffic calming measures for

Tribal Services parking lot

• Repairs on Wa-Ray Road

• Turnaround for Teh-Pah

Lane

• Archer Road Widening

• New connection between

Archer Road and Twe-Goh

Court

• Repairs on Pa Pah Lane

• Repairs on Ter Ker Koo Lane

• Repairs on Unnamed Route

508

• Repairs and widening for

LaRay Lane

The highest priority—both today and for the past few decades—is the US 101 Trinidad Area

Access Improvements Project, intended to provide safe and reliable access to the Main Parcel via

a new interchange along US Highway 101 and improvements to Scenic Drive. Scenic Drive

provides sole access to the Tribe’s government services and critical infrastructure today. The road

has significant geological instability, limited width and visibility to safely share between different

modal users, and is plagued by closures when landslides or pavement breaks compromise safety.

This critical need for safe and reliable access has dominated the Tribe’s transportation priorities

for decades. Maintaining existing infrastructure in a state of good repair and supporting increased

modal choices are also important themes. The report concludes with planning-level cost

estimates for each potential project and an overview of financial considerations—including

potential funding sources.

ES-2

Table of Contents

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

1.1

LRTP Organization ...................................................................................................................................... 2

Where have we been? ......................................................................................................................................... 3

2.1

History ............................................................................................................................................................. 3

2.2

Previous Studies by the Trinidad Rancheria ..................................................................................... 5

2.3

Recent Planning Documents from Neighboring Jurisdictions................................................... 7

Where are we now? ........................................................................................................................................... 10

3.1

Tribal Properties & Land Uses ............................................................................................................. 10

3.2

Overview of the Multi-modal Transportation Network ............................................................. 13

3.3

Crash Data & Trends ............................................................................................................................... 17

Where do we want to be? ............................................................................................................................... 23

4.1

Vision Statement ...................................................................................................................................... 23

4.2

Elements of the Tribal Community’s Vision ................................................................................... 24

4.3

Community-based Insights .................................................................................................................. 30

How do we get there? ...................................................................................................................................... 32

5.1

Network-wide Needs .............................................................................................................................. 32

5.2

Main Parcel ................................................................................................................................................. 33

5.3

Harbor Parcel ............................................................................................................................................. 38

5.4

Westhaven & Trillium Parcels.............................................................................................................. 39

5.5

McKinleyville Parcel ................................................................................................................................. 40

5.6

Performance Measures........................................................................................................................... 43

5.7

Recommended Projects and Priorities ............................................................................................. 44

Conclusions .......................................................................................................................................................... 51

Figures

Figure 1: Trinidad Rancheria Vicinity Map ............................................................................................................. 1

Figure 2: Main Parcel Land Use ............................................................................................................................... 11

Figure 3: Trinidad Harbor Land Use ...................................................................................................................... 12

Figure 4: Westhaven Land Use: Residential ....................................................................................................... 12

Figure 5: McKinleyville Land Use: Residential.................................................................................................... 13

Figure 6: Existing NTTFI Highways......................................................................................................................... 14

Figure 7: Representative Scenic Drive Sections, south (left) and north (right) of main parcel....... 15

Figure 8: California Coastal Trail............................................................................................................................. 16

Figure 9: 2018-2022 Fatal/Injury Crashes on Trinidad Rancheria Inventory Routes .......................... 18

Long-Range Transportation Plan

Figure 10: NTTFI Crashes by Type.......................................................................................................................... 19

Figure 11: NTTFI Crashes by Violation ................................................................................................................. 20

Figure 12: 2018-2022 Bike/Ped Crashes .............................................................................................................. 21

Figure 13: Scenic Drive Crashes per 2022 Grant Research ........................................................................... 22

Figure 14: Scenic Drive cyclist ................................................................................................................................. 22

Figure 15: Rendering of Proposed Interchange Concept ............................................................................. 25

Figure 16: Main Parcel Land Use Changes from 2011 Comp Plan ............................................................ 26

Figure 17: Proposed Interpretive Visitor Center............................................................................................... 27

Figure 18: Increased Housing Option at McKinleyville Parcel..................................................................... 27

Figure 19: Crowdsource Data on Existing Transportation Needs .............................................................. 31

Figure 20: Renderings of Scenic Drive Proposed Improvements .............................................................. 34

Figure 21: Ter Ker Koo Lane (Left) and Wa-Ray Road (Right) ..................................................................... 35

Figure 22: Transportation Needs and Deficiencies, Main Parcel ................................................................ 37

Figure 23: Ue-Kwe’Won Beach Slide..................................................................................................................... 39

Figure 24: Teh-Pah Lane (Left) and Westhaven Drive (Right) ..................................................................... 39

Figure 25: Transportation Needs and Deficiencies, Westhaven & Trillium Parcels ............................ 40

Figure 26: View along Archer Road....................................................................................................................... 41

Figure 27: Transportation Needs and Deficiencies, McKinleyville Parcel................................................ 42

Figure 28: Scenic Drive Pavement Break, Feb 2024 ........................................................................................ 45

Tables

Table 1: Potential Project Screening versus Performance Measures ........................................................ 44

Table 2: Prioritized Projects ...................................................................................................................................... 45

Table 3: Planning-Level Construction Cost Estimates (2024 Dollars)....................................................... 46

Table 4: BIL Highway/Bridge Funding Programs ............................................................................................. 48

Appendices

A. NTTFI Reports

B. Public Comments from Crowdsource App

C. Tribal Resolutions

Long-Range Transportation Plan

Trinidad Rancheria

Sustainable and Comprehensive

Long-Range Transportation Plan

March 2025

1 Introduction

This Cher-Ae Heights Indian Community of the Trinidad Rancheria Long-Range Transportation

Plan (LRTP) is intended to define the Tribe’s multimodal transportation vision over the next 20+

years. The plan defines a set of goals to help inform decision-making during development of a

funding strategy to implement the Tribal Transportation Improvement Program (TTIP). The LRTP

also identifies short- and longrange

transportation

improvement strategies that will

address current and future

transportation needs.

In 2023-2024, a series of

technical memos was published

that lay the groundwork for the

LRTP.

The

white

papers

described

the

existing

transportation network and

planning, future conditions,

needs and deficiencies, and

more. A separate but concurrent

Comprehensive Safety Action

Plan was developed with a

federal Safe Streets for All grant,

which focuses on safety data,

needs, goals, and priorities.

The Cher-Ae Heights Indian

Community of the Trinidad

Rancheria (Trinidad Rancheria)

is a federally recognized Tribe

with 108 acres of property in

coastal

Humboldt

County,

California (Figure 1). Current

Tribal enrollment is 282

persons.

Figure 1: Trinidad Rancheria Vicinity Map

Long-Range Transportation Plan

Four main properties comprise Trinidad Rancheria holdings:

•

Main parcel, 58.5 acres west of US 101, including the administrative hub for Tribal

government and the Heights casino.

•

Harbor parcel, 9.3 acres within Trinidad including the pier, a restaurant, and access to

Trinidad Head.

•

Westhaven and Trillium parcels, 12.3 acres east of the main parcel and US 101.

•

McKinleyville parcel, 28.3 acres along Archer Road in McKinleyville.

1.1 LRTP Organization

The LRTP explores four main topics, discussed in each of the following chapters:

Where have we been?

• Looks at our history and previous studies to inform the planning context

Where are we now?

• Inventories existing conditions including roadways, land use, crash trends, and more

Where do we want to be?

• Explores our vision for the future, developed through robust community engagement

efforts, to define needs over the next 20 years

How can we get there?

• Identifies the priorities and action steps to achieve our plans

2 Where have we been?

The purpose of analyzing the regional profile is to develop a better understanding of the past,

present, and future conditions that define the character of the Tribal community. Analyzing factors

like demographics, socioeconomic trends, and employment patterns provides a comprehensive

planning framework for interpreting community needs, travel patterns, accessibility, and tourism

within a cohesive transportation network. The Tribe’s connections within the community and to

the larger regional transportation system play a critical role in defining equitable mobility and

access.

However, we cannot understand our future without understanding our past.

2.1 History

For thousands of years the Yurok, Wiyot, and Tolowa people lived in the coastal redwood forest

region of Northern California. All three tribes traditionally lived in the region and shared a similar

cultural heritage. They were fishers, hunters, and gatherers who subsisted primarily on salmon,

shellfish, and other ocean fish, as well as deer, elk, and smaller game animals. Assorted berries,

mushrooms, herbs, and acorns were also food staples. Year-round ceremonies were, and continue

to be, central to the culture—bringing families and villages together to give thanks, heal, and

pray.

Wiyot ancestral territory covered around 525 square miles of lands around the Mad River, lower

Eel River, and Humboldt Bay. According to seasonal patterns, the Wiyot broke into small family

bands and journeyed to hunt, fish, and gather throughout the area.

Long-Range Transportation Plan

Within 500 square miles of traditional ancestral territory, 74 known Yurok village sites were

scattered along the Klamath River and adjoining waterways. Each included fishing and hunting

sites, permanent and seasonal homesites, gathering areas, training grounds, and spiritually

significant areas. Canoes and footpaths were the primary modes of transportation, with an

extensive network of trade routes and both inter- and intra-community connections.

European contact at Trinidad is recorded as early as 1775. Early white settlers made use of

available timber, pasture, marine, and mineral resources, which established the early

transportation infrastructure for the region. Improved access spurred the region’s transition to a

recreational destination, with resorts developing along the coastal beaches and rivers throughout

the 19th century. As populations grew, tensions increased, with native populations transitioning

to the mountains by mid-century.

The Cher-Ae Heights Indian Community of the Trinidad Rancheria was congressionally

established in 1906, which gave authority for the federal government to purchase small tracts of

land for homeless Indians in California. In 1908, 60 acres of land in Humboldt County were

purchased for Indians living along the Northern California Coast. The Rancheria is within the

aboriginal territory of the Yurok people and includes many sacred and culturally significant areas.

Scenic Drive, which provided access to the property, was the primary north-south highway serving

the region at that time.

Construction of the first section of Highway 101—363 miles between San Francisco and Crescent

City, authorized in 1910—began soon after, reshaping the region’s highway network. The current

US 101 alignment near the Rancheria was constructed in 1962, with right-of-way granted by the

Bureau of Indian Affairs (BIA) without consent from the Tribe. Its construction severed Tribal lands,

leaving two detached tracts with no direct access to the new highway permitted when abutting

landowners refused to grant access easements.

To offset this loss and accommodate expanded housing demands, increased member services,

and economic development, in the 1980s, 1990s, and 2000s the Tribe acquired additional

properties, which now comprise its land base.

Over 60 years have passed since the BIA's unilateral division of tribal lands and abandonment of

Scenic Drive to the care of the under-resourced County of Humboldt, creating a legacy of harm

through division and isolation of the Tribal community. Scenic Drive provides sole access to the

main parcel—the seat of government, tribal administration, emergency operations, victim

services, and much of the Tribe's critical infrastructure.

Despite this legacy of discrimination, the Tribe has made—and continues to make—significant

investments that benefit the local economy and quality of life for its neighbors. In January 2000,

the Tribe purchased the harbor properties and through its stewardship has transformed the site

into the safe, cultural, commercial, recreational, historical, and scenic draw it is today. The Pier

Replacement Project, completed in 2012, replaced the aging and deteriorated 1940s-era pier with

a durable, safe, and environmentally sustainable structure. This modernized facility supports local

fishermen and established commercial crab operations. Additional Tribal investments include

building public restrooms, upgrading the boat launch, financially supporting the waterline project,

operating the Seascape restaurant, and more. Services to feed and care for elders fill a niche need

and are available to both Tribal members and the surrounding community.

Long-Range Transportation Plan

2.2 Previous Studies by the Trinidad Rancheria

As discussed in the Existing Conditions White Paper, during the past two decades the Tribe has

completed a host of previous transportation planning documents, detailing its vision and

priorities over time. A review of the Tribe's planning efforts highlights a recurring theme: there is

a critical need for safe and reliable access to/from Tribal lands.

The following Tribal documents were reviewed as part of this current LRTP effort:

2006 Tribal Transportation Plan/LRTP, which included an

inventory of the NTTFI network and prioritized plan for

improvements. Key projects highlighted include the proposed

interchange with US Highway 101, reconstruction of the pier (since

completed), increased cyclist/pedestrian options, and investment in

aging infrastructure—particularly Scenic Drive and Archer Road. The

2006 Plan also outlines a series of guiding goals/policies related to

Tribal self-determination, rural mobility needs, roadways, harbor

transit, bike/ped facilities, recreational travel, goods movement,

safety, emergency access/evacuation, energy consumption, water

quality, air quality, and public transportation.

The 2011 Comprehensive Community-Based Plan, built around an

extensive public involvement campaign, defines a comprehensive

plan for the Rancheria with development standards. Specific visions

are organized around numerous categories: land use, transportation,

housing, economic development, cultural resources, conservation,

integrated resource management, watersheds, and forests. Each

affirms a strong commitment to minimizing environmental impacts

and preserving cultural elements even while promoting growth. The

2011 Plan highlights the ongoing US 101 Trinidad Area Access

Improvement Project with accompanying redevelopment of the Main

Parcel land uses alongside a more welcoming pier/harbor and

increased housing options for other areas.

The 2012 Roadway Safety Audit examines road safety needs on the

Main and Westhaven properties alongside Scenic and Westhaven

drives. Maintenance and striping repairs are recommended, followed

by long-term reconstruction/widening. Steep side slopes and slope

failures are a recurring concern: the report notes that Scenic Drive “has

many safety issues, especially south of the casino, including landslide

areas, poor pavement conditions, steep drop-offs, narrow road

sections, worn striping, poor sight distances, lack of guardrail and

single lane sections. The road provides spectacular views of the beach

and Pacific Ocean but has few vehicle turnouts.” Drainage

improvements, widening, roadside clearing, grade flattening, and

striping are also recommended along Archer Road at the

McKinleyville property.

Long-Range Transportation Plan

The 2014 Tribal Transportation Safety Plan, which sets forth a

vision for improved safety built around ten emphasis areas: data

management, education, and specific sites that represent safety

concerns, especially for cyclists and pedestrians. These include CherAe Lane, Scenic Drive, US 101, Archer Road, and Westhaven Drive.

The 2017 Tribal Transportation Safety Assessment reaffirmed

several of the emphasis areas in the 2014 safety study.

Recommendations included ways to enhance bike/ped safety,

lighting, wayfinding, and intersection safety. Slope stability was also

noted as a concern.

The 2017 Project Study Report for the US 101 Trinidad Area Access

Improvement Project that documents the State’s project

development process: existing conditions assessment, purpose and

need of the proposed undertaking, traffic operational implications,

alternatives considered, costs/impacts, etc. The next phase, a project

report and environmental document, is currently underway for the

proposed project.

Safety is inherent in the proposed project; the report states that “the

purpose of the project is to: 1) provide safe and sustainable access

to and from US 101, for all modes of transportation, to the Trinidad

Rancheria and the surrounding communities located along Scenic

Drive, Westhaven Drive, and in the City of Trinidad; 2) relieve

projected traffic congestion associated with planned future

development; and 3) reconnect tribal lands.”

Project development efforts continue concurrent with the

preparation of this LRTP.

Long-Range Transportation Plan

The 2023 Scenic Drive Slope Stabilization Study reviews existing

conditions while identifying and characterizing potential

erosion/slide hazards on Scenic Drive and surrounding lands owned

by and of interest to the tribe. The evaluation maps 33 potential

geologic hazards and develops conceptual repairs with planninglevel cost estimates. Five sites were prioritized with conceptual

design plans and cost estimates for future mitigation of the hazards

of erosion and landslides.

The 2024 Comprehensive Safety Action Plan describes a range of

strategies to reduce crashes and the severity of crashes on the

Tribe’s transportation network: i.e., performance goals, specific

safety-focused improvement projects, adjustments to

policies/standards, education campaigns to target high risk

behaviors, etc. Implementing the plan will improve transportation

safety for the Tribe, its people, and visitors to the area. A robust

public involvement campaign occurred as the plan was developed,

including meetings with Tribal leaders, community members, online

engagement, a steering committee of safety professionals in nearby

jurisdictions, and the public.

2.3 Recent Planning Documents from Neighboring Jurisdictions

A wide selection of transportation documents was reviewed as this LRTP was prepared; the most

relevant are listed by jurisdiction below. Where available, links to materials are provided for

reference.

2.3.1 City of Trinidad

Trinidad published its 2022 Local Roadway Safety Plan to document

its collaborative assessment of citywide local roads. Focus areas

identified by stakeholders include pedestrians, aggressive

driving/speeding, intersections, and bicyclists. The plan explores past

safety projects, trends from recent crash records, field conditions, and

community perspectives to identify strategies to improve safety. Most

recommended priorities are beyond the Tribal network, but

improvements at the US 101 interchange, Main Street, and Scenic Drive

are identified alongside non-engineering measures.

Long-Range Transportation Plan

2.3.2 Humboldt County

Alongside the Tribal plans described above, Humboldt County has

published two recent documents that inform regional transportation

decision-making: Variety in Rural Options of Mobility or VROOM 20222042 1 serves as the county’s Regional Transportation Plan while

Prosperity! 2018 2 represents its Comprehensive Economic

Development Strategy (CEDS).

The policies in VROOM guide the development of a sustainable

transportation landscape in which people can safely, comfortably, and

reliably get to the places they want to go. It “begins to address

transportation’s interconnected challenges of climate change, land use,

safety, and equity in a way that is both tailored to Humboldt County

and consistent with the bold targets set at the state and federal levels. The transportation vision

in VROOM 2022-2042 was crafted in partnership with the community and includes plans to reduce

vehicle pollution, to promote the development of housing and jobs in walkable neighborhoods

near transit, and to build out a complete network of bike and pedestrian paths to safely engage

in a healthy lifestyle.” The Plan identifies actions to address connectivity, mobility, equity,

accessibility, and climate change throughout the county over a 20-year planning horizon. The

overarching goal is “for Humboldt County to have a carbon-neutral, multi-modal transportation

system that is comprehensive, safe, sustainable, and equitable so that people in the region can

travel and move goods by the modes that best suit the individual or business/industry, and society

at large.” Specific projects are not identified, only policies.

One chapter of the plan explores the Tribal transportation element of the countywide planning

process. The goal established that “Tribal communities have safe and efficient mobility options,

benefit from equitable access to transportation resources, and have strong interjurisdictional

partnerships for advocating and solving transportation issues of tribal communities.” Associated

policies include supporting the North Coast Tribal Transportation Commission’s (NCTTC) 3

mission, renaming places/infrastructure with discriminatory names, and supporting revision of

SHC-94 to remove the limited waiver of sovereign immunity and expand the eligible projects to

allow Caltrans to hold direct contracts with Tribes for active transportation projects.

Online at https://www.hcaog.net/documents/regional-transportation-plan-vroom-2022-2042

Online at https://www.gohumco.com/173/Comprehensive-Economic-Development-Strat

Online at https://northcoasttribes.wordpress.com/

Long-Range Transportation Plan

Meanwhile, Humboldt County’s Prosperity! 2018: Comprehensive

Economic Development Strategy (2018 CEDS) examines strategies to

promote economic development within the region, focusing on eight

industry

clusters:

diversified

health

care,

specialty

food/flowers/beverage, building construction, investment support,

management/innovation services, niche manufacturing, tourism, and

forest products. Stakeholder and community input consistently

revealed that the region’s most pressing economic issues and

opportunities cut across industry clusters—i.e., enhancing the

workforce, addressing transportation and infrastructure limitations,

and more. The 2018 CEDS acknowledges that “limited, unreliable,

and/or compromised infrastructure” and “geographic isolation and resulting conditions, including

transportation” represent significant challenges to development. It states that “transportation by

road is perhaps the single largest issue to address when it comes to the long-term health and

economic resilience of the North Coast region.”

2.3.3 State of California

Caltrans also publishes a statewide LRTP, a policy-based roadmap

that provides a unifying and foundational policy framework for

making

effective,

transparent,

and

transformational

transportation decisions; addresses varied transportation needs

of urban, suburban, rural, and Tribal communities; and

emphasizes implementation and identifies a timeline, roles, and

responsibilities for each plan recommendation.

Defined in the California Transportation Plan 2050, 4 the

statewide vision for the transportation system shares several underlying goals with visions of the

Rancheria and Humboldt County: “a safe, resilient, and universally accessible transportation

system that supports vibrant communities, advances racial and economic justice, and improves

public and environmental health.” Caltrans also maintains specific modal plans for active

transportation, transit, freight, and more.

Online

https://dot.ca.gov/programs/transportation-planning/division-of-transportationplanning/state-planning-equity-and-engagement/california-transportation-plan

3 Where are we now?

From this context, an inventory of the existing transportation system lays the groundwork for the

LRTP: understanding its extents, its condition, and its ability to serve the community’s needs. Much

of the analysis focuses on the National Tribal Transportation Facility Inventory (NTTFI)—roads,

trails and other facilities that provide transportation and public access to, within, and through

Indian reservations and native communities while contributing to health, safety, and economic

development. Other modal connections within the larger regional network are also discussed as

they impact the Tribe’s mobility and access. Additional discussion can be found in the Existing

Conditions White Paper, accessible on the study website. 5

3.1 Tribal Properties & Land Uses

Land use and transportation are interrelated, with land use drives changes in traffic demand and

the transportation network drives which areas are accessible to develop. Maintaining an

integrated balance between both elements is essential in planning for the future.

3.1.1 Main Parcel

Current land use on the main Trinidad Rancheria parcel is a combination of rural residential,

civic/administrative, and recreational uses—as shown in Figure 2. Notable features include the

Tribal Administrative Center, the Heights Casino, and Sunset Restaurant. The parcel relies on

Scenic Drive for access; the nearest US 101 interchange is at Westhaven Drive/Main Street in the

city of Trinidad, about a mile to the north.

Online at http://TR2045.com

Long-Range Transportation Plan

Tribal government consists of an elected five-person Council and various departments:

administration, cultural resources/historic preservation, economic development, environmental,

fiscal resources, human resources, library, member services, emergency services, and

transportation/land use. The bulk of government services for Tribal members are housed on the

main parcel, making efficient, reliable access to the property especially critical.

The Heights Casino covers over 50,000 square feet and employs 140 community members,

making it one of the largest employers in the vicinity. In the same building, the Sunset Restaurant

provides premier dining options for residents and guests.

Figure 2: Main Parcel Land Use

3.1.2 Trinidad Harbor

Within the City of Trinidad, Trinidad Rancheria owns about nine Trust acres adjacent to Trinidad

Bay (Figure 3)—representing the economic epicenter of the community. Existing land use is

primarily commercial and recreational—including the newly reconstructed pier, the Seascape

Restaurant, a vacation rental, treatment plant, public restrooms, and parking area. Construction is

underway concurrent with the LRTP effort to improve stormwater for the pier parking area, paired

with a new interpretive visitor center to provide educational opportunities with a focus on regional

resources including Tribal culture.

Long-Range Transportation Plan

Figure 3: Trinidad Harbor Land Use

3.1.3 Westhaven/Trillium Residential Areas

The Westhaven property (Figure 4) is a small rural

residential area located south of the main property and

east of US 101. It is accessed from Westhaven Drive

and includes nine homes along Teh-Pah and Kay-Win

lanes.

Less than 200 feet farther north, the newly acquired

Trillium property covers 4.8 acres with one residence

and the remainder forested.

Figure 4: Westhaven Land Use: Residential

Long-Range Transportation Plan

3.1.4 McKinleyville

The McKinleyville property (Figure 5) is also a rural residential area, covering about 28 acres along

Archer Road, Pishka Court, and Laray Lane. The property is accessed from Dows Prairie Road, just

east of the Humboldt County Airport. The property contains wooded areas and approximately 15

single family homes.

Figure 5: McKinleyville Land Use: Residential

3.2 Overview of the Multi-modal Transportation Network

As of December 2024, there are 61.5 centerline miles of transportation facilities in Trinidad

Rancheria’s NTTFI, stretching along 28 miles of California’s coast.

3.2.1 Highways

Streets, roads, and highways make up the largest component of the NTTFI; there are 60.7 miles of

existing highway routes in the Tribe’s current inventory. The extents are color-coded by ownership

in Figure 6. By mileage, the bulk of the inventory is comprised of state- or county-owned routes:

46% and 45%, respectively. Overall, 1.8 miles are BIA-owned and 2.1 miles (including 1.6 miles of

proposed centerline miles) are Tribal-owned routes.

Long-Range Transportation Plan

Figure 6: Existing NTTFI Highways

Long-Range Transportation Plan

US Highway 101 provides the primary highway connection for the region—running roughly

parallel to the coast between Los Angeles and Seattle. Near Trinidad, it is a four-lane, controlled

access freeway carrying 9,600-17,800 vehicles per day (vpd) per 2022 volume data from Caltrans.

Currently, 28.9 miles of US 101 are listed in the NTTFI as Route 0101—from Arcata to north of

Patricks Point—as the highway provides essential regional connections. There is currently no

direct access to US 101 for the Trinidad Rancheria main property; a new interchange has been a

priority for the Tribe for the past several decades.

Scenic Drive, a narrow, two-lane, major collector highway hugging the coastal bluffs, provides the

sole access to the main Rancheria property. The route carries an estimated 1,300 vpd north of the

Rancheria property per traffic counts in May 2022. In the NTTFI, 3.4 miles of the county-owned

highway are listed as Route 0310. Steep topography and underlying geological characteristics

lead to recurring slope stability issues for the route. A 2023 Slope Stabilization Study identified

22 roadside sites, 10 homes, and one structure along Scenic Drive recommended for remedial

improvements to mitigate ground movement, eroded slopes, poor drainage, soil sloughing, and

landslides. Repairs at only five sites are estimated to cost over $8 million.

Figure 7: Representative Scenic Drive Sections, south (left) and north (right) of main parcel

Cher-Ae Lane (Route 0019) provides the primary gateway into the main Trinidad Rancheria

property. It intersects Scenic Drive in a curve, climbing a 10% grade uphill to access the

government center, homes, and attractions above.

The NTTFI network was inventoried in 2022, measuring field conditions to reflect the current

status of the Tribe’s transportation system. Data shows 52% of mileage was rated in Good to

Excellent condition; 5.5 total miles (9%) were rated in Poor condition, primarily county-owned

facilities. Sections of three routes (Scenic Drive, Lighthouse Road, and Wa-Ray Road) have a gravel

surface. Four miles (6%) include paved widths less than 18 feet, which can be challenging for

emergency responders to navigate. The inventory effort also compiles statistics about drainage

conditions, safety concerns, level of maintenance, and other factors to inform potential future

projects. Appendix A contains a summary of the current NTTFI.

3.2.2 Active Transportation

Beyond long-distance vehicle trips, non-motorized travel options like cycling, walking, or other

micromobility modes represent an important cross-section of the transportation network.

The Tribe’s current NTTFI includes limited dedicated pedestrian or bicycle inventory:

•

Sidewalks along Main and Trinity streets in Trinidad

Long-Range Transportation Plan

•

Recreational trails on Trinidad Head

•

The 1,200+ mile California Coastal Trail 6 runs along Scenic Drive in the region (Figure 8),

which is noted as needing improvement.

Figure 8: California Coastal Trail

3.2.3 Transit

While none of the Trinidad Rancheria properties are directly served by public transit, several

service providers operate in the region:

•

Redwood Transit System offers scheduled service with stops between Scotia and Trinidad,

six days per week. The closest stops are at the Trinidad Park and Ride Lot, the Westhaven

Fire Department, and at Central Avenue/Grange Road in McKinleyville. Buses serve at each

stop five times per weekday, running on about a 3-hour headway.

•

Humboldt Dial-a-Ride also provides paratransit options for individuals with disabilities to

supplement traditional transit services. Once certified as eligible by the Humboldt Transit

Authority, individuals may call to prearrange origin-to-destination connections, available

six days a week. Arcata & Mad River Transit’s McKinleyville Area serves areas north of

Arcata through Clam Beach.

Other regional transit providers include Willow Creek Intercity, Arcata & Mad River, Eureka Transit

Service, Blue Lake Rancheria, Samoa Transit System, and Trinity Transit.

Bus service for school-age children is provided through the Northern Humboldt Union High

School District. Demand-response services are also available for elders to connect individuals with

mobility needs to medical appointments and other critical services.

3.2.4 Air Transportation

The nearest public airport serving the region is CA Redwood Coast Humboldt County Airport

(ACV) in McKinleyville. Two airlines provide service, with flights to San Francisco, Burbank, Los

Online at https://scc.ca.gov/projects/california-coastal-trail/

Long-Range Transportation Plan

Angeles, Denver, and Las Vegas. Larger commercial airports in San Francisco and Sacramento

provide other options within a half-day drive when weather or other circumstances preclude

flights to ACV.

While ACV airport is close to Tribal lands, service is limited to few destinations and limited

departure windows. Maintenance and weather delays have a significant effect on travel delays.

During May 2022 through April 2023, 18% of ACV departures experienced delays averaging 201

minutes, while 20% of arrivals experienced average delays of 120 minutes. During the same

period, 4.4% of flights at ACV were canceled, compared to the national average of 1.3%. 7

3.3 Crash Data & Trends

Safety is another crucial element to consider as part of the transportation system, in addition to

land use and physical infrastructure. To understand data-driven safety concerns and systemic risk

factors, analysts examined five years of recent crash data for NTTFI routes comprising the Tribe’s

highway network. The Transportation Injury Mapping System (TIMS) database hosted by UC

Berkley 8 provided access to geospatial data for each fatal and injury crash during 2018-2022.

There were 197 fatal and injury crashes during the five-year analysis period, following the

geographic distribution shown in Figure 9. However, it should be noted that inconsistent and

under-reported crash data is a recurring theme in the Tribal safety assessments, making it difficult

to accurately analyze trends, particularly on Tribal lands. To account for this deficiency,

conversations with local representatives provided anecdotal insights about safety concerns. In

addition, a pilot project is underway to develop a more consistent crash reporting database for

Tribes.

Bureau of Transportation Statistics TransStats at

https://www.transtats.bts.gov/airports.asp?20=E&Nv42146=NPi&Nv42146_anzr=N4pn6n/R74rxn,%20PN:

%20Pnyvs140vn%20erq911q%20P1n56%20U7zo1yq6%20P1706B&pn44vr4=SNPgf

Online at https://tims.berkeley.edu

Long-Range Transportation Plan

Figure 9: 2018-2022 Fatal/Injury Crashes on Trinidad Rancheria Inventory Routes

Long-Range Transportation Plan

3.3.1 2018-2022 Fatal & Injury Crashes

Considering the geographic distribution of fatal and injury crashes, none occur within Tribal lands.

The highest concentrations occur along US 101 (115 of 197 incidents), which is the longest route

in the inventory and carries some of the highest traffic volumes. Crashes are fairly evenly

distributed along the length north of Mad River but show clusters at the SR 200 (Bank Road) and

SR 299 interchanges. US 101 Business (Central Avenue) also exhibits high crash concentrations,

particularly the 1.2-mile stretch between Bates and Bartow roads—characterized by numerous

driveways and cross streets.

By severity, nine crashes resulted in fatalities and the remaining 188 resulted in injuries. Nine fatal

crashes—shown as red dots in Figure 9—are distributed throughout the area, six of which are

along 28 miles of US 101 on the Tribe’s NTTFI network. Incidents resulting in property damage

only are not represented in this dataset; these crashes are deemphasized under the Safe Systems

Approach, prioritizing more severe incidents.

In 2022, the Federal Highway Administration (FHWA) formally adopted the Safe Systems

Approach, a paradigm shift to anticipate human mistakes and proactively incorporate layers of

protection to reduce risk and the severity of outcomes. Whereas traditional road safety strives to

modify human behavior and prevent all crashes, the Safe System approach refocuses design and

operation on anticipating human mistakes and lessening impact forces to reduce crash severity

and save lives. It also emphasizes shared responsibility: everyone has a role to play in prioritizing

safety.

As shown in Figure 10, the majority of crashes involved hitting an object (36.5%), followed by a

broadside collision with another vehicle (18.8%). The high number of hit-object crashes suggests

a need for increased clear zones, principally along US 101 where 61 of the hit object crashes

occurred. Considering crash types for only fatality collisions, four involved a pedestrian strike,

three involved a hit object, and two were broadside.

Figure 10: NTTFI Crashes by Type

Long-Range Transportation Plan

Considering the underlying violation (Figure 11), the most common factors were improper

turning maneuvers (27%), unsafe speeding (24%), and driving/cycling while under the influence

(15%).

Figure 11: NTTFI Crashes by Violation

The roadway surface and light condition play a role in performance as well.

•

While the majority occurred in dry conditions, 27% of crashes occurred on wet, snowy, or

icy roadways. The TIMS data shows head on, hit object, and overturned crash types are

overrepresented in wet/icy conditions.

•

While most crashes occurred during daylight hours, 34% occurred after dark and an

additional 2% occurred at dawn or dusk. Nighttime crashes can be further subdivided

between those occurring on highways with streetlights (14%) and highways without

streetlights (20%). The TIMS data shows hit object, pedestrian, and “other” crash types are

overrepresented in dark conditions. Two-thirds of pedestrian strikes occurred after dark

though in most cases streetlights were present.

Additional statistics identify which unit types were involved in each incident. Each is a focus area

in the current statewide Strategic Highway Safety Plan. 9

•

Commercial vehicles were involved in three of 197 crashes, each located along US 101.

The Strategic Highway Safety Plan notes that “California has a significant number of

commercial vehicles that transport goods from marine ports and Mexico. Many crashes

involving commercial vehicles are caused by passenger vehicles not accounting for the

time and ability that a commercial vehicle has to slow down or speed up. Due to the size

of trucks and buses, the severity of a commercial vehicle crash is often substantial.”

Online at https://dot.ca.gov/programs/safety-programs/shsp

Long-Range Transportation Plan

•

Motorcycles were involved in ten of 197

crashes, seven located along US 101 or its

ramps. With little protection beyond a

helmet, motorcyclists, bicyclists, and

pedestrians are considered vulnerable

roadway users.

•

Bicyclists were involved in 13 of 197 crashes.

The distribution is shown as yellow dots in

Figure 12.

•

Pedestrians were involved in 13 of 197

crashes. The distribution is shown as blue

dots in Figure 12. Eleven of these

pedestrian strikes were concentrated on two

routes: US 101 and Central Avenue.

3.3.2 Scenic Drive Crashes

Knowing underreported crashes is a common

concern for Tribal lands, the Rancheria made a

concentrated effort in 2022 to engage with

enforcement agencies—Humboldt County Sheriff’s

Office, California Highway Patrol, and the TIMS

database referenced earlier—to collect data about

crashes, DUIs, and other related citations in support

of a Tribal Transportation Safety grant opportunity.

Shown in Figure 14, assembled data covers 20172022, focusing on Scenic Drive. Coordination with

these agencies identified 32 crashes over six

years—six of which overlap TIMS records discussed

above—plus 25 other moving violations (i.e., DUI or

reckless driving). Seven of the recorded crashes

occurred on Trinidad Rancheria lands and 16

occurred along Scenic Drive between Main Street in

Trinidad and Cher-Ae Lane, the stretch of road that

provides sole access to the Main Tribal parcel, home

of the Tribe’s government services and other critical

infrastructure.

Figure 12: 2018-2022 Bike/Ped Crashes

Long-Range Transportation Plan

This incident data should not be

considered exhaustive but provides 1) an

illustration about the limitations of

consistent crash reporting and 2)

objective evidence supporting anecdotal

input on Scenic Drive safety concerns.

Scenic Drive has been cited as a priority

safety concern in each of the earlier Tribal

safety studies.

Figure 14: Scenic Drive Crashes per 2022 Grant Research

Figure 13: Scenic Drive cyclist

4 Where do we want to be?

Building from this context, the next step looks to the future. What do we want to see 20 years

from now? How should our transportation system serve our community? The 2011

Comprehensive Plan lays the foundation, supplemented by visioning exercises at a series of Tribal

open houses to develop a holistic, consensus-driven direction. The Future Conditions White Paper

on the study website contains additional discussions, with key themes included herein.

4.1 Vision Statement

The Trinidad Rancheria envisions…

a Safe,

Sustainable,

Integrated,

and Efficient Tribal transportation system

for All Users

that will increase equity for the disadvantaged Tribal community by identifying broad,

community-informed goals/strategies to meet community health, employment, economic,

cultural, educational, and environmental needs.

Long-Range Transportation Plan

It is worth noting that elements of the Tribe’s vision closely align with each of Caltrans’ Smart

Mobility 10 principles.

4.2 Elements of the Tribal Community’s Vision

On March 21, 2023, a series of kick-off meetings for the Trinidad Rancheria LRTP process were

held to engage with the project team, other Tribal leaders, and interested Tribal community

members. Three meetings were held over the day, intended to introduce transportation planning

efforts and begin to define the Tribe’s vision for 2045. Discussions focused on previous plans,

ongoing projects, and future visions, organized around the following topic areas:

4.2.1 Land Use

Land use and transportation are interrelated, with land use driving changes in traffic demand and

the transportation network driving which areas are accessible to develop. Maintaining an

integrated balance between both elements is essential in planning for the future. Much of the

future land use vision is described in the 2011 Comprehensive Plan, with summaries by

geographic area in the following subsections.

One recurring theme in the March 2023 discussions was the need to increase the Tribe’s current

land base through new acquisitions. However, as no specific locations were identified, there is

limited discussion herein regarding associated impacts on transportation demands.

Main Parcel. Current land use on the main Trinidad Rancheria parcel is a combination of rural

residential, civic/administrative, and recreational uses—as shown in Figure 2 (page 11). Notable

features include the Tribal Administrative Center, the Heights Casino, and Sunset Restaurant. The

parcel relies on Scenic Drive for access. The nearest US 101 interchange (Exit 728) is at Westhaven

Drive/Main Street in the City of Trinidad, about a mile to the north.

Online at https://dot.ca.gov/programs/transportation-planning/division-of-transportation-planning/

complete-streets/smart-mobility-framework

Long-Range Transportation Plan

The Heights Casino covers over 50,000 square feet and employs 140 community members,

making it one of the largest employers in the vicinity. In the same building, the Sunset Restaurant

provides premier dining options for residents and guests. Construction is slated to begin in 2025

on a new hotel behind the casino.

Future land use plans for the property are driven by the US 101 Trinidad Area Access

Improvements Project (Figure 15) that has been a priority for the Tribe for decades. Construction

of US 101 in the 1950s and 60s saw freeway right-of-way granted by the BIA without consent from

the Trinidad Rancheria. Its construction severed Tribal lands, leaving two detached tracts with no

direct access to the highway or to each other. Over 60 years have passed, creating a lasting legacy

of harm through division and isolation of the Tribal community. Scenic Drive provides sole access

to the Tribe’s government services and critical infrastructure. The road has significant geological

instability, lacks sufficient width and visibility to safely accommodate different modal users, and

is plagued with closures. One of the proposed interchange alternatives would create a diamondstyle interchange with the freeway, providing direct access to the main parcel. Design and

environmental investigations currently underway are evaluating costs and benefits between

several different build alternatives.

Figure 15: Rendering of Proposed Interchange Concept

The proposed change in access—shifting the main property entrance from Scenic Drive to the

new interchange—would give Cher-Ae Lane a Main Street feel. As discussed in the 2011

Comprehensive Plan, this change is intended to complement changing development patterns

(Figure 16):

•

Redefine existing administrative offices to become a “village center” complex with office

space and other community-oriented facilities like a community center, library, group

Long-Range Transportation Plan

kitchen, cultural center/museum, gym, and/or outdoor ceremony areas. As of 2023, the

Tribe is pursuing a grant to expand its facilities into the current employee parking area.

•

Create a new gas station/convenience store and/or charging stations for electric vehicles.

•

Create an RV Park to offer additional accommodation options for overnight visitors.

Beyond the vision described in the Comprehensive Plan, efforts are ongoing to incorporate green

infrastructure improvements within the casino parking lot.

Figure 16: Main Parcel Land Use Changes from 2011 Comp Plan

West of Scenic Drive, there are currently scattered single-family residences overlooking the ocean.

With the steep terrain and geotechnical instability, the long-term stability and best use for these

areas may need to be reevaluated.

Trinidad Harbor. Within the City of Trinidad, Trinidad Rancheria owns about nine Trust acres

adjacent to Trinidad Bay (Figure 3, page 12)—representing the economic epicenter of the

community. Existing land uses are primarily commercial and recreational—including the

reconstructed pier, the Seascape Restaurant, a vacation rental, treatment plant, public restrooms,

and parking area.

Project development efforts are underway to create a new interpretive visitor center between the

existing parking area and Launcher Beach (Figure 17), replacing extant tackle and storage

buildings. An adjacent project to improve stormwater drainage is currently under construction.

The visitor center will provide educational opportunities with a focus on regional resources

including Tribal culture. Current plans include a seating area, reception space, two offices, a

restroom, gift shop, and interpretive monitors.

Long-Range Transportation Plan

Figure 17: Proposed Interpretive Visitor Center

Westhaven/Trillium. The Westhaven property is a small rural residential area located south of

the main property and east of US 101. It is accessed from Westhaven Drive and includes nine

homes along Teh-Pah and Kay-Win lanes. It is built out with no proposed changes in land use.

Less than 200 feet north, the newly acquired Trillium property covers 4.8 acres with one residence

and the remainder forested.

McKinleyville. The McKinleyville property is also a rural residential area, covering about 28 acres

along Archer Road, Pishka Court, and Laray Lane. The property is accessed from Dows Prairie

Road, just east of the Humboldt

County Airport. The property

contains wooded areas and

approximately 15 single-family

homes. There is interest in

increasing

residential

development densities at the

property (Figure 18), which is

constrained by individual septic

systems

supporting

current

housing. Other comments from

March identify the potential to

Figure 18: Increased Housing Option at McKinleyville Parcel

provide a community center, park

space, or trails.

Long-Range Transportation Plan

4.2.2 Economic Vitality, Recreation, and Tourism

Economic themes focus on drawing in additional visitors to the area and building momentum

from existing resources, primarily the casino and harbor/pier.

The 2006 LRTP established a goal for the Tribe to “continue to create the culturally appropriate

infrastructure and facilities necessary to sustain and develop recreational travel that is a significant

component of the Tribe’s economy, while fully respectful of the Tribe and its people.”

The 2011 Comprehensive Plan explores potential assets to develop: a casino hotel paired with a

small conference center, an RV resort park, and retail convenience center near the US 101 Trinidad

Area Access Improvement Project. It also discusses the importance of a tourism development

strategy with enhanced visitor services at the harbor/pier area and an emphasis on sustainability

and uniqueness of place. This theme also aligns with the 2018 CEDS, which details Humboldt

County’s regional vision to promote tourism, arts, and culture.

During the March 2023 visioning exercises, participants discussed a future vision for the pier to

serve as a marine terminal, ferry stop, or even destination for cruise ship excursions. Harbors at

Eureka and Crescent City are near enough to provide potential day trip options; the nearest cruise

terminal is located in San Francisco though a few recent cruises have included stops in Eureka.

4.2.3 Sustainability/Resiliency

Sustainability is an important and multi-faceted consideration to incorporate in defining

transportation demands. Environmentally sensitive decision-making is a common theme

permeating federal, state, regional, and local transportation programs as the climate is rapidly

changing.

•

Climate change and environmental health represent two of the eight goals in California’s

2050 Transportation Plan.

•

Environmental stewardship and climate protection are one of six primary objectives in the

County’s VROOM Regional Transportation Plan.

•

Support for low-impact development, green infrastructure, and conservation runs

throughout the Tribe’s 2011 Comprehensive Plan.

Sustainability was discussed at the March 2023 kickoff meetings, highlighting that the concept

extends beyond the natural environment. Proactively managing the long-term health of resources

applies to many different “environments.” Sustainability should be considered throughout the

transportation program and individual projects as it relates to the community’s identity/sense of

place, the Rancheria’s cultural heritage, and fiscal resources (lifecycle costs for infrastructure

investments) in addition to ecological habitats.

While no specific locations or plans were identified during the visioning exercises, opportunities

to incorporate non-motorized modal choices and charging stations for electric vehicles were

noted.

Long-Range Transportation Plan

4.2.4 Safety and Health

Safety is a critical element of the transportation system, discussed in greater detail in the

Comprehensive Safety Action Plan. It dominates LRTP visions and goals from the federal level to

local. It should be at the forefront of every transportation decision and investment.

Specific to the Trinidad Rancheria’s transportation infrastructure, the largest risk factor to

promoting safety and health is Scenic Drive. Geotechnical instability inherent in the underlying

bluffs lead to regular landslides, compromising the utility of the already narrow roadway. The city/county-owned route provides sole access to the Main Rancheria parcel, making it a critical

concern for emergency responders and as an evacuation route. Over 70% of survey responses

conducted as part of the 2017 Tribal Transportation Safety Assessment identified Scenic Drive as

an “unsafe roadway” for vehicles, cyclists, and pedestrians. The report notes, “Scenic Drive has

many safety issues, including landslide areas, poor pavement conditions, steep drop-offs, narrow

road sections, worn striping, poor sight distances, lack of guardrail, and single lane

sections…Tribal members living in Westhaven are regularly crossing US 101 on foot to get to the

Rancheria's main parcel on Scenic Drive. Pedestrians are prohibited on US 101, but the route along

Westhaven Drive, Trinidad Main Street, and Scenic Drive is a much longer alternative (2.3 miles

compared to 0.2 miles on foot).” The 2017 study and its 2012 predecessor identify potential safety

improvements along Scenic Drive:

•

Improved striping with reflective raised pavement markers

•

“Share the Road” signage

•

Street lighting

•

Tree trimming to maintain sight distance

•

Adding guardrail

•

Three-way stop at Cher-Ae Lane intersection

•

Pavement repairs, including widening where possible

4.2.5 Modal Visions

Conversations during the March 2023 kick-off meetings included discussions on each travel mode:

highways, active transportation, and transit. Some comments were project specific—for example,

the importance of implementing the US 101 Trinidad Area Access Improvement Project or

widening narrow residential streets.

Other comments focused more on a broader vision for the future, which includes increased mode

choices over the current reliance on single-occupancy vehicles.

•

Increased pedestrian trails encourage healthier lifestyles and complement regional efforts

to promote eco-tourism.

•

Improved transit services are important to support mobility needs of elderly people and

those without regular vehicle access. These should align with first-mile/last-mile

destinations and local scheduling needs. For example, casino employees working a night

Long-Range Transportation Plan

shift need safe, reliable access to transportation services without having to walk along

Scenic Drive after dark.

•

Evolving technologies offer increased mobility options, like a shared scooter fleet.

•

Future connections should be accessible to all users, in accordance with Americans with

Disabilities Act (ADA) standards.

•

Housing sites near transit stops can be eligible for additional funding opportunities.

4.3 Community-based Insights

Understanding the Tribe’s vision for the future relies on insights from its people. A series of

meetings were conducted during 2023-2024 to ensure interested stakeholders—particularly

Tribal leaders and members—had an opportunity to engage at key milestones. Efforts culminated

in a public open house, collecting input on potential priority projects discussed below. Summaries

of each coordination point are included in Appendix B. Comments from each coordination point

have been incorporated into relevant sections throughout this document.

March 2023

February 2024

November 2024

Kickoff Meetings with

Tribal leaders &

members

Project Needs with

Tribal leaders &

members

Public meeting on

draft Safety Plan and

LRTP priorities

In addition, a public-facing website provided current information about the ongoing studies with

opportunities to share comments. An interactive crowdsourcing map collects public comments,

letting users drop a pin on the map to note transportation concerns related to one of four preset

categories: congestion, roadway design, safety, or other.

While the data collection website remains open for public comments as this plan is being

developed, 194 pins have been shared to date. Of the collected data through November 2024

(Figure 19), 134 pins represent concerns along Scenic Drive, specifically noting concerns about

slope failures, travel speeds, visibility, intersections, narrow widths, runoff, roadway departure

crashes, other modal users, gravel sections, and on-street parking/camping near beaches.

Overall, 137 of 194 survey pins (70%) represent safety issues. Besides Scenic Drive, safety

comments are clustered at the Harbor/pier property, the Trinidad Main Street interchange, and

along narrow streets at the McKinleyville property.

Long-Range Transportation Plan

Figure 19: Crowdsource Data on Existing Transportation Needs

5 How do we get there?

The gap between where we are today and where we want to be tomorrow identifies opportunities

and investment priorities.

The Needs and Deficiencies White Paper 11 discusses needs and deficiencies arranged from several

sources: previously identified projects, substandard geometrics concerns from 2023 field surveys,

safety needs suggested by available crash data, and input received from Tribal leaders and

community members. The result is a list of potential transportation projects for each geographic

area.

5.1 Network-wide Needs

Beyond specific needs identified on Trinidad Rancheria parcels discussed below, some identified

needs span the larger Tribal network.

Transit service for all Tribal parcels is important and should be linked with other regional

routes to optimize convenience and access. Today, Redwood Transit System offers

scheduled service with stops between Scotia and Trinidad, six days per week. The closest

stops are at the Trinidad Park and Ride Lot, the Westhaven Post Office, and at Central

Avenue/Grange Road in McKinleyville.

With relatively low demand, smaller vehicles following a Dial-a-Ride model are likely a better fit

than traditional scheduled routes. A 2022 survey effort illustrates these needs; additional study is

Online at http://TR2045.com

Long-Range Transportation Plan

needed to determine feasibility. Victim Services has programs in place. Transportation service

should be coordinated to potentially integrate benefits.

There is a disparity in roadway conditions and infrastructure investment levels—both

locally and throughout Indian Country at large. Humboldt County has a limited budget but

the Rancheria should not always be the lowest priority. The Tribe worked hard to get

representation in the Humboldt Country Association of Governments (HCAOG) process and

deserves an equal voice.

Whatever improvements are proposed, the character of the community must be

preserved. This includes both the environmental setting (e.g., trees and landscaping) and

cultural aspects.

5.2 Main Parcel

The main Trinidad Rancheria parcel is home to the Tribal Administrative Center, Emergency

Operations Center, Victim and Social Services Center, the Heights Casino, and Sunset Restaurant.

While the vistas from the coastal bluffs are breathtaking, steep terrain and geological instability

create safety concerns for aging infrastructure, particularly along Scenic Drive.

Potential Transportation Project Priorities (discussed below)

US 101 Trinidad Area Access Improvements Project (including new interchange, three

roundabouts, multi-use paths, and reconstructed Scenic Drive to Trinidad Main Street)

Repairs/maintenance on Pa Pah Lane, Ter Ker Koo Lane, Wa-Ray Road, and Unnamed Route 508

Traffic calming measures for Tribal Services parking lot

5.2.1 US 101 Trinidad Area Access Improvements Project

The Tribe’s current vision is informed, in part, by its past planning efforts. The Tribe has completed

a host of previous transportation planning documents over the past two decades, documenting

its vision and priorities over time. Past studies and ongoing projects were reviewed to understand

potential needs, omitting any previously addressed concepts. At the top of the list: the US 101

Trinidad Area Access Improvements Project.

The highest priority—both today and for the past few decades—is to provide safe and reliable

access to the main parcel. Design and environmental investigations are currently underway,

evaluating costs and benefits among different build alternatives including a new interchange

along US Highway 101 and improvements to Scenic Drive. One of the proposed alternatives being

considered (Figure 15, page 25) would create a diamond-style interchange with the freeway,

providing direct access to the main parcel.

The project includes a series of roundabouts and a network of multi-use paths to promote safety

and modal choices. These facilities pair well with transit service, providing convenient connections

to popular origins/destinations. The closest transit stop today is at the Trinidad park-and-ride lot,

a 0.9-mile walk along narrow, unlit Scenic Drive (discussed below) to access government services

and critical infrastructure.

Long-Range Transportation Plan

With the change in access from the proposed interchange, Cher-Ae Lane takes on a Main Street

feel, shifting the main property entrance from Scenic Drive to the new interchange.

Beyond the proposed interchange, Scenic Drive provides

sole access to the Tribe’s government services and critical

infrastructure; the road has significant geological instability,

provides limited width and visibility to safely share spaces

between different modal users, and is plagued with pavement

slips/slides and closures. The US 101 Trinidad Area Access

Improvements Project includes reconstruction of Scenic Drive

from Main Street to approximately 200 feet south of Cher-Ae

Lane. Reconstructed Scenic Drive will provide 11-foot-wide

lanes, 2-foot-wide shoulders, and an 8-foot-wide multi-use

path. Retaining walls will be necessary along significant

portions of the road to stabilize bluffs and allow for uphill

cuts.

Every transportation safety

study the Tribe has

conducted over the past

decades emphasizes the

critical need for safety

improvements to

Scenic Drive.

Figure 20: Renderings of Scenic Drive Proposed Improvements

As Scenic Drive is a section of the well-known 1,200+ mile California Coastal Trail, 12 improved

bicycle and pedestrian mobility would add value to the larger network beyond supporting local

trips.

5.2.2 Substandard Roadway Elements from NTTFI

To update the NTTFI with current roadway data, field surveys were conducted throughout 2023

to measure spatial data, pavement conditions, geometrics, and more. The main Trinidad Rancheria

parcel contains 1.1 centerline miles of inventory routes, plus Scenic Drive and US 101 for access.

Field surveys identified several substandard roadway elements that could be considered future

projects:

•

Route 19 (Pa Pah Lane) has occasional drainage issues and some sight distance

limitations arising from a horizontal curve. Shoulders are noted to be in critical condition.

Online at https://scc.ca.gov/projects/california-coastal-trail/

Long-Range Transportation Plan

•

Route 3001 (Scenic Drive) has sight distance limitations driven by horizontal curvature,

roadbed condition needs, and occasional drainage problems. Small scale improvements

were identified in the 2017 study: reflective centerline and edgeline striping, “Share the

Road” signs, intersection signs and markings, maintaining clear zone vegetation, lighting,

and pavement repairs with shoulder widening where possible.

•

Route 321 (Ter Ker Koo Lane) is 16 feet wide with occasional drainage problems.

•

Route 507 (Wa-Ray Road) is steeper than current design guidelines recommend, and

has sight distance limitations, drainage problems, and a gravel surface in poor condition.

Paved width is 9 feet—too narrow for two-way traffic.

•

Route 508 (unnamed access road serving a cluster of residences) is steeper than current

design guidelines recommend and is approximately 10 feet wide. Paved widths less than

18 feet can be difficult for emergency vehicles to access, especially if there is not a

designated turnaround on a dead-end street. The 2023 Trinidad Rancheria Scenic Drive

Slope Stabilization Study contains additional details about geotechnical issues and

recommended repairs for this route and surrounding structures.

Figure 21: Ter Ker Koo Lane (Left) and Wa-Ray Road (Right)

5.2.3 Community Input

Key comments related to the Main Parcel are listed below, summarizing input from the project

team, other Tribal leaders, interested Tribal community members, online engagement, and the

public meeting.

•

The US 101 Trinidad Area Access Improvements Project (including Scenic Drive) remains

a top priority.

•

Increased modal facilities and choices—i.e., bicycle, pedestrian, scooter, transit—would be

valuable, paired with first-mile/last-mile links to connect people to their destinations.

•

A recent grant award to expand the Tribal center will add office space but lose parking on

the main parcel. Parking will need to be considered and maximized in the future.

•

Traffic calming is needed along Scenic Drive and in the Tribal services parking lot to

manage speeds.

Long-Range Transportation Plan

•

Maintenance activities for existing routes include addressing drainage/erosion concerns

on Route 508 (unnamed driveway) and Scenic Drive and improving the condition, safety,

and stability concerns along Wa-Ray Road.

•

Sight distance is limited turning from Cher-Ae Lane onto Scenic Drive. The Scenic Drive

pull-off just east of Cher-Ae Lane enables opportunities for illegal activities and overnight

visitors. It should be blocked.

•

Improved signage/wayfinding would help direct motorists from US 101.

•

Additional trails are needed; the proposed multi-use path system included as part of the

US 101 Trinidad Area Access Improvements Project may help define gaps in access.

•

There are sites that need guardrail, particularly along US 101.

Figure 22 includes a map of transportation needs and deficiencies noted within the Main Parcel.

While not all elements may evolve into future projects, each is important to consider when

defining priorities over the LRTP’s 20-year planning horizon.

Long-Range Transportation Plan

Figure 22: Transportation Needs and Deficiencies, Main Parcel

Long-Range Transportation Plan

5.3 Harbor Parcel

On May 1, 2024, the Trinidad Harbor parcel was transferred to Trust property. The 2011

Comprehensive Plan identified enhancements—pedestrian spaces, landscaping, etc.— to attract

more visitors.

Potential Project Priorities (discussed below)

Better define traffic and pedestrian flows on Bay Street and adjacent parking areas

Better define parking areas and increase enforcement

Address bluff stability above Ue-Kwe'Won Beach

5.3.1 Ongoing Projects/Plans

Project development efforts are underway to construct a new interpretive visitor center

between the existing parking area and Launcher Beach (Figure 17, page 27) and replace extant

tackle and storage buildings. The visitor center would provide educational opportunities with a

focus on regional resources including Tribal culture.

Stormwater improvements for Bay Street and adjacent parking areas are under construction

concurrent with this LRTP.

5.3.2 Community Input

Comment themes received during various coordination meetings and through online surveys are

summarized below.

•

Visioning exercises identified a future vision for the pier to serve as a marine terminal,

ferry stop, or even destination for cruise ship excursions.

•

Beyond parking, there are no defined areas for different modal users (i.e., cars, pedestrians,

freight) accessing the pier and Seascape restaurant. Parking enforcement is needed during

busy periods.

•

It would be beneficial to have increased beachfront access. Any links should be accessible

for all users, in accordance with ADA standards.

•

Need safer way to access moorings and boats.

•

Bluff erosion above Ue-Kwe'Won Beach (Figure 23) is at risk of impacting the road above.

There is a current area where the edge of the bluff is within inches of the pavement. Beach

users below the unstable slope appear unconcerned with risks, despite advisory signage.

As such, it may be safer to close off beach access before someone is seriously injured.

•

Educational signs on trails are needed, both interpretive and educational, to remind users

of proper trail etiquette.

Long-Range Transportation Plan

Figure 23: Ue-Kwe’Won Beach Slide

5.4 Westhaven & Trillium Parcels

East of US 101 and the Main Parcel are two smaller residential properties.

Potential Project Priorities (discussed below)

Turnaround for Teh-Pah Lane to support emergency access

Increased sidewalk connections

The US 101 Trinidad Area Access Improvements Project overlaps portions of the Trillium property.

The easternmost roundabout serving the northbound ramps and a section of multi-use path are

proposed within the parcel. This project would help address safety concerns with pedestrians

crossing US 101 to access the Main Parcel; however, there is no sidewalk link to the Westhaven

parcel with current designs.

5.4.1 Substandard Roadway Elements from NTTFI

There are no extant inventory routes on the Trillium property.

On the Westhaven property, Route 23 (Teh-Pah Lane) and Route 320 (Kay-Win Lane) both

show 22-foot surface widths but are functionally much narrower due to on-street parking, which

can create challenges for emergency responders accessing adjacent homes.

Figure 24: Teh-Pah Lane (Left) and Westhaven Drive (Right)

Beyond Tribal lands, Route 30 (Westhaven Drive) provides access to both properties and is part

of the NTTFI network. Field reviews noted sight distance limitations, some deterioration of the

Long-Range Transportation Plan

pavement surface, and areas with occasional drainage problems. Farther south, lane widths

decrease, providing 18 feet of pavement and no shoulders.

5.4.2 Community Input

During the March 2023 visioning exercises, attendees noted that narrow Teh-Pah Lane would

benefit from a turnaround or loop with Kay-Win Lane for improved emergency access. Comments

received via the crowdsourcing app also note narrow roadway widths and sidewalk/lighting

needs.

Figure 25 depicts a map of needs and deficiencies in the Westhaven/Trillium vicinity.

Figure 25: Transportation Needs and Deficiencies, Westhaven & Trillium Parcels

5.5 McKinleyville Parcel

The McKinleyville parcel contains wooded areas and approximately 15 single-family homes, with

a vision to provide additional housing in the future. Development is currently constrained by

Long-Range Transportation Plan

spacing needed for individual septic systems. Possible solutions include reducing lot sizes,

introducing a centralized wastewater system, and/or acquiring additional property.

Potential Project Priorities (discussed below)

Archer Road widening

Repairs/maintenance and widening for LaRay Lane

New alignment connection between Archer Road and Twe-Goh Court

Increased sidewalk connections

Past safety studies identified a need to widen Archer Road, which becomes more important

should additional traffic result from increased development.

5.5.1 Substandard Roadway Elements from NTTFI

Based on 2023 field visits, several substandard elements were noted that could be considered

future projects:

•

Route 324 (Twe-Goh Court) and Route 326 (Pishka Court) note occasional drainage

problems but no other geometric or condition concerns.

•

Route 327 (Archer Road) is 14 feet wide

with no shoulders, occasional drainage

problems, and opportunities to improve

the underlying roadbed.

•

Archer Road becomes Route 325 (LaRay

Lane) approaching the eastern boundary

of the Tribal property. LaRay Lane is 14

feet wide with no shoulders, occasional

drainage problems, and substandard

curvature contributing to sight distance

limitations.

•

Figure 26: View along Archer Road

A new alignment connection, Route 510 between Archer Road and Twe-Goh Court could

eliminate the dead-end and access new areas for development.

5.5.2 Community Input

Comment themes received during various coordination meetings and through online surveys are

summarized below.

•

Widen Archer Road, including sidewalks and streetlights.

•

Trim vegetation to improve sight distance at Archer Road/Pishka Court intersection.

•

Pishka Court would benefit from sidewalks, streetlighting, and parking restrictions in its

cul-de-sac. There is a spot where runoff ponds on the roadway.

Long-Range Transportation Plan

•

LaRay Lane needs paving, widening, and drainage improvements. The road is narrow and

steep; emergency services may not even be able to access residents at the far eastern end

of the property.

Figure 27 maps identified needs and deficiencies in the vicinity.

Figure 27: Transportation Needs and Deficiencies, McKinleyville Parcel

Long-Range Transportation Plan

5.6 Performance Measures

Performance measures help guide decisions about priorities and help measure success. They

support progress towards the Tribe’s vision and encourage consideration of multiple facets—

benefits, costs, and impacts—when identifying project-level improvements to implement.

The following performance measures were considered when identifying which actions represent

the highest priorities throughout the LRTP process:

Safe

•

Does the proposed improvement address a data-driven transportation safety need,

supporting the Tribe’s Vision Zero resolution?

•

Does it safely accommodate different modal users?

Sustainable

•

Do proposed plans incorporate compatible, context-sensitive elements (e.g. green

infrastructure, traffic calming measures, or climate resiliency planning) to integrate with

its surroundings? This requires consideration of both the encompassing community and

natural environment.

•

Is it a fiscally responsible investment? Are funds available to advance through the project

development process, construction, and long-term maintenance?

Integrated & Efficient

•

Does the proposed improvement allow travelers to efficiently access important local

destinations and/or modal connections?

•

Does it align with the vision described in the Tribe’s comprehensive plan and

Comprehensive Safety Action Plan?

•

Will it reduce vehicle-miles of travel or make existing trips more reliable?

Accessible for All Users

•

Are project benefits accessible to all demographic groups? Do any traditionally

underserved groups face a disproportionate burden from implementation of the proposed

action?

•

How many Tribal members will benefit from the proposed improvement? For example,

does the roadway serve a few houses or critical access to infrastructure/services?

•

Does the proposed improvement address concerns identified through community

engagement measures?

Long-Range Transportation Plan

5.8 Recommended Projects and Priorities

The following transportation needs and deficiencies have been identified on or adjacent to Tribal

lands. They represent potential future projects that may warrant development over the 20-year

planning horizon. Items noted in bold are already being addressed via active projects at various

stages in the project development process. Most include a safety component, if not explicitly

identifying it as the core Purpose and Need, and are therefore discussed in the Comprehensive

Safety Action Plan as well.

Table 1 summarizes how well each of the potential projects aligns with the performance measures

discussed above. The filled circle () indicates a project aligns with each criterion for a category,

the partial circle () indicates it aligns with some of the criteria, and the empty circle () indicates

a project does not align with any of the criteria for that category. As each project has its own

unique purpose and needs to address, projects do not have to satisfy every performance measure

to add value. For example, repairs to a low-volume route that serves a few houses may not score

well in improving system wide mobility/efficiency goals; however, the project is still important but

may be a lower priority. It is also important to note that engineering criteria associated with each

project (e.g., constructability, consistency with environmental regulations, etc.) may influence

prioritization beyond the overarching performance measures discussed herein.

Sustainable

Integrated

& Efficient

Equity

Planning for Tribal transit services

Safe

Table 1: Potential Project Screening versus Performance Measures



TBD





























Main Parcel



US 101 Trinidad Area Access Improvements Project



Smaller scale Scenic Drive safety improvements



Traffic calming in Tribal Services parking lot



Repairs on Pa Pah Lane



Repairs on Ter Ker Koo Lane



Repairs on Wa-Ray Road



Repairs on Unnamed Route 508

Trinidad Harbor



Striping for Bay Street/parking areas at Harbor



Address bluff stability above Ue-Kwe'Won Beach

Westhaven/Trillium Parcels



Additional sidewalk connections



Turnaround for Teh-Pah Lane

McKinleyville Parcel



Archer Road Widening



Add sidewalks



Archer Road and Twe-Goh Court connector



Repairs and widening for LaRay Lane

Long-Range Transportation Plan

Prioritized improvement projects are summarized in Table 2. Priorities were derived from

conversations with Tribal leaders, the screening process presented above, and input during the

November 2024 public meeting.

Table 2: Prioritized Projects

High Priorities

Medium Priorities

Low Priorities

• US 101 Trinidad Area Access

Improvements Project

• Smaller scale Scenic Drive safety

improvements

• Planning to expand transit

services to all Tribal parcels

• Striping for Bay Street/parking

areas at Harbor

• Address bluff stability at UeKwe’Won Beach/Lighthouse Road

• Increased sidewalk connections at

Westhaven, Trillium, and

McKinleyville parcels

• Traffic calming measures for

Tribal Services parking lot

• Repairs on Wa-Ray Road

• Turnaround for Teh-Pah

Lane

• Archer Road Widening

• New connection between

Archer Road and Twe-Goh

Court

• Repairs on Pa Pah Lane

• Repairs on Ter Ker Koo Lane

• Repairs on Unnamed Route

508

• Repairs and widening for

LaRay Lane

The highest priority—both today and for the past few decades—is the US 101 Trinidad Area

Access Improvements Project, intended to provide safe and reliable access to the main parcel via

a new interchange along US Highway 101 and improvements to Scenic Drive. Construction of

US 101 in the 1950s and 60s saw freeway right-of-way granted by the BIA without consent from

the Trinidad Rancheria. Its construction severed Tribal lands, leaving two detached tracts with no

direct access to the highway or to each other. Over 60 years have passed, creating a lasting legacy

of harm through division and isolation of the tribal community. Scenic Drive provides sole access

to the Tribe’s government services and critical infrastructure. The road has significant geological

instability, limited width and visibility to safely

share between different modal users, and is

plagued by closures when landslides or pavement

breaks compromise safety. This critical need for

safe and reliable access has dominated the

Tribe’s transportation priorities for decades.

Increased

accessibility

anticipated

complement local economic development,

recreation, and tourism strategies, with increasing

vehicular and foot traffic on the main parcel. The

Tribe’s transportation network serving this area

will need to adjust accordingly, to provide safe

and efficient connections for anticipated

Figure 28: Scenic Drive Pavement Break, Feb 2024

residents and visitors while preserving operational

integrity for mainline US 101 motorists.

Maintaining existing infrastructure in a state of good repair is also essential. For example, Scenic

Drive currently provides sole access to the Tribe’s government services and critical infrastructure,

Long-Range Transportation Plan

yet its geological instability and recurring closures raise serious questions about its utility as an

evacuation/emergency access route. Improvements were identified as a high priority in the

previous LRTP and previous safety studies to ensure safety and sustainability for this critical

piece of city- and county-owned infrastructure—for everyday use and as a critical link for

emergencies and evacuations. Other NTTFI routes along the bluffs carry lower traffic volumes but

face similar challenges.

Increased modal choices support the Tribe’s future vision as well:

•

Transit options integrated as part of the larger regional network are a critical component

to connect disadvantaged populations to jobs, medical facilities, educational

opportunities, childcare, etc. Based on an October 2022 survey on unmet transit demands,

35% of survey participants indicated they have been unable to make trips due to a lack of

transportation and 68% would use transit if it were more available. Planning studies to

explore the feasibility of expanded transit services—possibly paired with existing Tribal

services or regional transit providers—are another priority emerging from this LRTP

process.

•

Bicycle, pedestrian, and other safe spaces for different micromobility users to efficiently

reach area services and attractions, both on Tribal lands and integrated with the larger

regional network. The 2006 LRTP establishes a goal to “create a transportation system that

provides inter-community and intra-community non-motorized pedestrian and safety

travel throughout the Rancheria” with supporting policies to eliminate barriers, promote

education and enforcement programs, and pursue additional funding.

5.8.1 Cost Estimates

Planning-level construction cost estimates (Table 3) provide a starting point to consider the fiscal

component corresponding to identified needs and priority projects. As project development

phases progress for each concept, more detailed engineering examinations will inform more

precise estimates.

Table 3: Planning-Level Construction Cost Estimates (2024 Dollars)

Potential Project

Planning for Tribal transit services

US 101 Trinidad Area Access Improvements Project

Smaller scale Scenic Drive safety improvements (signage)

Traffic calming in Tribal Services parking lot

Repairs on Pa Pah Lane

Repairs on Ter Ker Koo Lane

Repairs on Wa-Ray Road

Repairs on Unnamed Route 508

Striping for Bay Street/parking areas at Harbor

Address bluff stability above Ue-Kwe'Won Beach

Additional sidewalk connections

Turnaround for Teh-Pah Lane

Archer Road Widening

Add sidewalks on Pishka Court

Construction Estimate

N/A

$60+ million

$50,000

$250,000

$380,000

$280,000

$2.3 million

$1.8 million

$260,000

$3.6 million

$90,000

$310,000

$1.6 million

$230,000

Long-Range Transportation Plan

Potential Project

Archer Road and Twe-Goh Court connector

Repairs and widening for LaRay Lane

Construction Estimate

$500,000

$2.2 million

The traditional project development process involves several phases before construction can

begin. It starts with project-level planning, followed by design, environmental clearances, rightof-way acquisition and utility relocations, construction, and ultimately maintenance phases. Each

phase can potentially take a year or more to complete depending on the project’s size and

complexity. Unique risk factors emerge at each stage, which can extend timelines. Challenges such

as public opposition, environmental investigations, geotechnical issues, and redesigns or

alternative approaches due to unforeseen conditions can delay progress. Added risks include legal

complications related to property acquisition, long lead times for specialty materials,

unexpectedly high construction bids, and change orders, all of which may require reevaluating

earlier decisions. Each aspect of this risk potentially extends implementation timelines, typically

increasing overall costs. FHWA’s National Highway Construction Cost Index 13 tracks constantdollar expenditures across various highway construction categories. As of 2023, construction costs

have tripled compared to 2003 baselines, with a 50% increase since 2021.

5.8.2 Financial Considerations

The Tribal Transportation Program (TTP) is the largest program within the Office of Federal Lands

Highway that addresses the transportation needs of tribal governments throughout the United

States. The purpose of the TTP is to provide safe and adequate transportation and public road

access to and within Indian reservations, Indian lands, and Alaska Native Village communities.

One of the main objectives of the TTP is to contribute to the economic development of Indians

and Native Americans. Its funding is allocated among tribes through a statutory formula based

on tribal population, road mileage, and average tribal shares of the former Tribal Transportation

Allocation Methodology formula.

Under the 2022 Infrastructure Investment and Jobs Act (IIJA), also known as the Bipartisan

Infrastructure Law (BIL), the TTP and many other federal funding programs have seen substantial

increases versus previous funding levels. Initial (fiscal year 2022) BIL funding represents a 15%

increase to TTP funds versus 2020 levels, or over $3 billion over the four-year program. Safety

funding more than doubled compared to previous levels and a 14-fold increase for dedicated

bridge funding. The BIL allocates Trinidad Rancheria’s share of the construction and planning

funds for fiscal year 2023 is $370,000. 14 Changes in the White House and/or a new federal surface

transportation bill (as early as Summer 2026) could change funding allocations.

The FHWA Office of Planning has developed a 2022 Transportation Funding Opportunities for

Tribal Nations 15 guide to assist tribes in finding available sources of funding to support the

implementation of transportation projects on tribal lands. Key BIL funding programs available are

summarized in Table 4.

Online at https://www.fhwa.dot.gov/policy/otps/nhcci/

Per https://highways.dot.gov/federal-lands/programs-tribal/finance

Online at https://highways.dot.gov/federal-lands/programs-tribal/funding-opportunities

Long-Range Transportation Plan

Table 4: BIL Highway/Bridge Funding Programs

Program

Dedicated Tribal Programs

FY 22-26

Funding

Tribal Transportation Program2

$3.01 B

Tribal High Priority Projects Program

$45 M

Tribal Transportation Facility Bridge

Program/Bridge Formula Program

Tribal Bridge Set-aside

Tribal Transportation Facility Bridge

Program/Bridge Investment

Program Tribal Bridge Set-aside

Tribal Transportation Program

Safety Fund (TTPSF)

Tribal Technical Assistance Program

(TTAP)

$825 M

Other Programs

Purpose

Provide safe and adequate transportation and public

road access

Funding for those whose annual allocation of funding

received under the TTP is insufficient to complete the

highest priority project.

Replace, rehabilitate, preserve, protect, and construct

new bridges.

$200 M

Replace, rehabilitate, preserve, protect, and construct

new bridges.

$121 M

Prevent and reduce transportation-related injuries and

fatalities on Tribal Lands.

Transportation training and technical assistance.

$17.8 M

Accelerated Innovation Deployment

(AID) Demonstration

$10 M

Bridge Formula Program (BFP)2

$27.5 B

Bridge Investment Program

$12.5 B

Charging and Fueling Infrastructure1

$2.5 B

Highway Safety Improvement

Program (HSIP)2

Infrastructure For Rebuilding

America (INFRA)

$15.5 B

Local and Regional Project

Assistance (RAISE)

National Infrastructure Project

Assistance “Mega-projects”

National Scenic Byways

$8.3 B

Provide funding as an incentive to accelerate the

deployment and adoption of proven innovative

practices and technologies.

Fund the replacement, rehabilitation, preservation, and

construction of highway bridges.

Fund the planning and improvement of bridge

condition, safety, efficiency, and reliability.

Support deployment of EV charging infrastructure and

hydrogen, propane, and natural gas fueling

infrastructure.

Reduce traffic fatalities and serious injuries on all

public roads.

Advance multimodal freight and highway projects of

national or regional significance that improve the

safety, efficiency, and reliability of the system.

Fund transportation infrastructure projects with

significant local or regional impact.

Support multijurisdictional or regional projects of

significance that may also cut across multiple modes.

Fund improvements that merit national recognition for

outstanding scenic, historic, cultural, natural

recreational and archeological qualities.

Address significant challenges for transportation

facilities that serve Federal and tribal lands

Improve and expand surface transportation

infrastructure in rural areas.

Support local safety initiatives to prevent

transportation-related deaths and serious injuries.

Fund demonstration projects focused on advanced

smart city/community technologies and systems to

improve transportation efficiency and safety.

$7.25 B

$5.0 B

$22 M

Nationally Significant Federal Lands

and Tribal Projects (NSFLTP)

Rural Surface Transportation Grants1

$275 M

Safe Streets and Roads for All1

$5.0 B

Strengthening Mobility and

Revolutionizing Transportation

(SMART) Grant Program

$500 M

$2.0 B

Long-Range Transportation Plan

Program

Transportation Alternatives

FY 22-26

Funding

Purpose

$7.2 B

Fund a variety of generally smaller-scale transportation

projects.

Wildlife Crossing Pilot Program

$350 M

Reduce the number of wildlife-vehicle collisions and

improve habitat connectivity.

1 New program area under BIL; 2 Formulaic distributions rather than competitive

The TTP funding does not provide the funds necessary to implement the improvements the Tribe

needs to maintain its existing transportation infrastructure, let alone make upgrades to meet

minimum roadway standards. The Tribe must use other funding mechanisms to offset the monies

allocated via the TTP.

Federal Lands Highway Program (FLHP). The FLHP responds to the needs of tribal governments

by providing a diverse package of funding for projects within and serving federal and Indian lands.

These funds can be used as a match for other federally funded projects.

•

Federal Lands Access Program (FLAP) provides funds to use to improve transportation

facilities that are located on or adjacent to, or that provide access to federal lands. The

Access Program supplements state and local resources for public roads, transit systems,

and other transportation facilities, with an emphasis on high-use recreation sites and

economic generators.

•

Emergency Relief for Federally Owned Roads (ERFO) is used to assist when roads serving

federal and Indian lands are damaged by natural disaster or catastrophic failure from any

external cause. The intent is to cover the high cost of returning these roads to their predisaster condition. Only federal roads are eligible, which include Indian Reservation Roads.

Federal-Aid Highway Program (FHP)

•

The Surface Transportation Block Grant Program (STBG) provides flexible funding that may

be used by States and localities for projects on any Federal-aid highway, bridge projects

on any public road, transit capital projects, and intracity and intercity bus terminals and

facilities. Certain types of improvements, predominantly safety improvements, may have

a federal share of 100%.

•

The Recreational Trails Program is to develop and maintain recreational trails and trailrelated facilities for non-motorized and motorized uses. It encourages trail development,

construction, maintenance, and rehabilitation.

Public Transportation Programs

•

Public Transportation on Indian Reservations Program funding may be used for capital,

operating, planning, and administrative expenses for public transit projects that meet the

growing needs of rural tribal communities. Examples of eligible activities include: capital

projects; operating costs of equipment and facilities for use in public transportation; and

the acquisition of public transportation services, including service agreements with private

providers of public transportation services.

Long-Range Transportation Plan

•

Enhanced Mobility of Seniors and Individuals with Disabilities (5310) provides funding for

the purpose of assisting private nonprofit groups in meeting the transportation needs of

older adults and people with disabilities when the transportation service provided is

unavailable, insufficient, or inappropriate to meet those needs.

•

Formula Grants for Rural Areas (5311) provides capital, planning, and operating assistance

to support public transportation in rural areas, where many residents often rely on public

transit to reach their destinations. Eligible activities include planning, capital, operating,

job access and reverse commute projects, and the acquisition of public transportation

services.

•

Grants for Buses and Bus Facilities Formula (5339[a]) provides funding to replace,

rehabilitate and purchase buses and related equipment and to construct bus-related

facilities.

Rivers, Trails, and Conservation Assistance Program. The purpose of the Rivers, Trails, and

Conservation Assistance program is to implement the resource conservation and outdoor

recreation objectives of the National Park Service in communities across America. The intent is to

create local, regional, and state networks of parks, rivers, trails, greenways, and open spaces by

collaborating with community partners in every state. This program provides advisory services

and counseling.

Potential Financing Options. Project finance refers to techniques and tools used to supplement

traditional transportation financing methods, which can expedite the delivery of the government’s

transportation projects. Project finance typically entails borrowing money, either through bonds,

loans, or other financing mechanisms. In many instances, using project finance tools requires the

development of new revenue streams to pay back bonds or loans issued to support the project.

•

Public Private Partnerships or “P3’s” are contractual agreements formed between a public

agency and private sector entity that allow for greater private sector participation in the

delivery of transportation projects. P3s are being more widely used in the development of

transportation improvements. Early involvement of the private sector can bring creativity,

efficiency, and capital to address transportation problems facing state and local

governments.

•

A Grant Anticipation Revenue Vehicle or “GARVEE” is a debt financing instrument

authorized to receive Federal reimbursement of debt service and related financing costs.

Instead of reimbursing construction costs as they are incurred, the reimbursement of

GARVEE project costs occurs when debt service is due.

6 Conclusions

Projects described herein reflect current Tribal priorities. However, this LRTP is a living document,

a snapshot in time that should be regularly updated to reflect changes as technology,

development, perspectives, and policies shift direction over time. The Tribe will amend its LRTP

as needed, with a thorough update every five years.

Many of the projects identified as priorities will require coordination with external partners—

Caltrans, Humboldt County, federal agencies, etc.—to work towards implementing a best-fit,

shared solution for critical infrastructure that spans different jurisdictions. With this in mind, the

first goal from the 2006 LRTP still rings true:

“Tribal self-determination is a goal of the Trinidad Rancheria in all transportation

planning and transportation infrastructure maintenance/development decisions as

well as the protection of Tribal sovereignty. Tribal sovereignty and selfdetermination is the right of a people to decide their own destiny, the laws that

govern them, how their children should be educated and how to drive their

economy and the right not to be imposed upon by another government. Related

to this goal is the need of all County, State, and Federal government agencies to

acknowledge and respect the tenets of Tribal Trust and Government-toGovernment relationships in all interactions with the Trinidad Rancheria.”

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.