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

> Briefs, arguments, decisions, and more.

URL: https://www.frixlaw.com/law-library/documents/tribal%3Acher-ae_heights%3Ad15dee1b4b943f7b

## Record

- **Collection:** Tribal code
- **Document type:** Tribal code

## Text

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
1

Introduction ............................................................................................................................................................ 1
1.1

2

3

4

5

6

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
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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

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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

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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

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.

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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.
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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.

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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.

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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.

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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.

1

Online at https://www.hcaog.net/documents/regional-transportation-plan-vroom-2022-2042
Online at https://www.gohumco.com/173/Comprehensive-Economic-Development-Strat
3
Online at https://northcoasttribes.wordpress.com/
2

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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.

4

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

9

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.

5

Online at http://TR2045.com

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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.

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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

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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.

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Long-Range Transportation Plan

Figure 6: Existing NTTFI Highways

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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
15

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
6

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

16

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.

7

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
8
Online at https://tims.berkeley.edu

17

Long-Range Transportation Plan

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

18

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

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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
•

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

20

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

21

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

22

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.

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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.

10

Online at https://dot.ca.gov/programs/transportation-planning/division-of-transportation-planning/
complete-streets/smart-mobility-framework

24

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
25

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.

26

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.

27

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.

28

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

29

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.

30

Long-Range Transportation Plan

Figure 19: Crowdsource Data on Existing Transportation Needs

31

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.

1

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

11

Online at http://TR2045.com

32

Long-Range Transportation Plan

needed to determine feasibility. Victim Services has programs in place. Transportation service
should be coordinated to potentially integrate benefits.

2

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.

3

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.

33

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:
•

12

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/

34

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.
35

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.

36

Long-Range Transportation Plan

Figure 22: Transportation Needs and Deficiencies, Main Parcel

37

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.

38

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
39

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
40

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.

41

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

42

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?

43

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

44

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
is
anticipated
to
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,
45

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
46

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.

13

Online at https://www.fhwa.dot.gov/policy/otps/nhcci/
Per https://highways.dot.gov/federal-lands/programs-tribal/finance
15
Online at https://highways.dot.gov/federal-lands/programs-tribal/funding-opportunities
14

47

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

48

Long-Range Transportation Plan

Program
Transportation Alternatives

FY 22-26
Funding

Purpose

$7.2 B

Fund a variety of generally smaller-scale transportation
projects.
1
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.
49

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.

50

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.”

51

---

Source: Frix Law Library, https://www.frixlaw.com/law-library/documents/tribal%3Acher-ae_heights%3Ad15dee1b4b943f7b. Public record. Not legal advice.