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September 2026 Update
Long Range Transportation
Plan
Port Gamble S'Klallam Tribe
Prepared for:
Port Gamble S’Klallam Tribe
31912 Little Boston Road E
Kingston, WA 98346
Prepared by:
September 2026
KH 090225140
Copyright © Kimley-Horn and Associates, Inc.
September 2026 Update
for
Long Range Transportation Plan
Prepared for:
Port Gamble S’Klallam Tribe
31912 Little Boston Road E
Kingston, WA 98346
Prepared by:
Kimley-Horn and Associates, Inc.
2828 Colby Avenue
Suite 200
Everett, Washington 98201
(425) 708-8275
This document, together with the concepts and designs presented herein, as an instrument of
service, is intended only for the specific purpose and client for which it was prepared. Reuse of and
improper reliance on this document without written authorization and adaptation by Kimley-Horn
and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc.
© September 2026
KH 090225140
Long Range Transportation Plan
September 2026 Update
September 2026
KH 090225140
T ABLE OF C ONTENTS
EXECUTIVE SUMMARY ............................................................................................................................... 1
Program Objectives ...................................................................................................................... 1
Program Goal................................................................................................................................. 1
Plan Recommendations ............................................................................................................... 1
1
COMMUNITY PROFILE......................................................................................................................... 2
1.1 Introduction .......................................................................................................................... 2
1.2 Scope of Study ...................................................................................................................... 2
1.3 Study Area ............................................................................................................................. 2
1.4 Tribal History ........................................................................................................................ 4
1.5 Tribal Government ............................................................................................................... 4
1.6 Climate ................................................................................................................................... 5
1.7 Demographics ...................................................................................................................... 6
1.8 Employment.......................................................................................................................... 7
1.9 Land Use ................................................................................................................................ 8
2
EXISTING TRANSPORTATION SYSTEM.................................................................................................16
2.1 Tribal Transportation Program ........................................................................................16
2.2 Transportation Inventory ..................................................................................................16
2.2.1
State Routes ...........................................................................................................43
2.2.2
County Routes .......................................................................................................44
2.2.3
BIA Routes ..............................................................................................................56
2.2.4
Tribal Roads ...........................................................................................................56
2.2.5
Commercial/Business Park Roads ......................................................................57
2.2.6
Bridges and Docks ................................................................................................57
2.2.7
Marine Access ........................................................................................................57
2.2.8
Non-motorized Facilities ......................................................................................58
2.2.9
Public Transit .........................................................................................................58
2.2.10 Shuttles, Vans, and Shared Rides........................................................................61
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2.3 Collision History..................................................................................................................61
2.3.1
Collision Locations ................................................................................................61
2.3.2
Collision Severity ...................................................................................................63
2.3.3
Collision Type .........................................................................................................66
2.3.4
Fatal and Major Injury Collisions.........................................................................69
2.3.5
Collision Trends .....................................................................................................71
2.4 Existing Traffic Operations................................................................................................72
3
2.4.1
Analysis Parameters .............................................................................................72
2.4.2
Traffic Volumes ......................................................................................................72
2.4.3
Roadway Operations ............................................................................................73
2.4.4
Intersection Operations .......................................................................................76
FUTURE CONDITIONS .......................................................................................................................79
3.1 Future Land Use .................................................................................................................79
3.1.1
Housing Development..........................................................................................81
3.1.2
Tribal Government Center ...................................................................................81
3.1.3
Community Trails ..................................................................................................81
3.1.4
Expand Reservation ..............................................................................................82
3.2 Transportation Need Analysis ..........................................................................................87
3.2.1
Traffic Patterns ......................................................................................................87
3.2.2
Social and Economic Development ....................................................................87
3.2.3
Health and Safety ..................................................................................................89
3.2.4
Environmental Concerns......................................................................................89
3.2.5
Scenic Byways and Tourism.................................................................................89
3.2.6
Development and Protection of Natural Resources ........................................90
3.2.7
Energy Conservation.............................................................................................90
3.2.8
Integration with Land Use Planning ...................................................................90
3.3 Future Transportation Improvements ............................................................................90
3.3.1
Kitsap County Six-Year Transportation Improvement Program ....................91
3.3.2
WSDOT STIP ...........................................................................................................91
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3.3.3
WSDOT Route Development Plans .....................................................................91
3.3.4
The Olympic Region Financially Constrained 20-Year Mobility Strategies ...92
3.3.5
PGST Comprehensive Plan ..................................................................................92
3.4 Future Traffic Operations..................................................................................................93
3.4.1
Future Roadway Operations................................................................................94
3.4.2
Future Intersection Operations...........................................................................97
3.4.3
Future Improved Intersection Operations ........................................................99
3.5 Nonmotorized Element .................................................................................................. 101
4
TRANSPORTATION IMPROVEMENT PROGRAM ................................................................................. 103
4.1 Road Standards ............................................................................................................... 103
4.2 Prioritization of Needs.................................................................................................... 103
4.2.1
Balancing Safety and Capacity Needs ............................................................. 104
4.2.2
Criteria for Evaluating Priorities ....................................................................... 105
4.3 Short-Term Improvements ............................................................................................ 105
4.4 Long-Term Improvements ............................................................................................. 105
4.5 Tribal Transportation Improvement Program ............................................................ 106
5
FUNDING AND IMPLEMENTATION................................................................................................... 107
5.1 Federal-Aid Highway Program ...................................................................................... 107
5.2 Federal Lands Highway Program .................................................................................. 107
5.3 Tribal Transportation Program ..................................................................................... 107
5.4 State and Federal Funds ................................................................................................ 108
5.5 Kitsap County................................................................................................................... 108
5.6 Bureau of Indian Affairs ................................................................................................. 108
5.7 Port Gamble S’Klallam Tribe .......................................................................................... 109
6
RECOMMENDATIONS..................................................................................................................... 110
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L IST OF F IGURES
Figure 1-1: Aerial View of Port Gamble S’Klallam Reservation (July 2025) .................................. 3
Figure 1-2: Conceptual Master Plan.................................................................................................. 9
Figure 1-3: Forest Lands ...................................................................................................................10
Figure 1-4: Red Cedar Subdivision ..................................................................................................11
Figure 1-5: Business Park Master Plan ...........................................................................................12
Figure 1-6: Warrior Ridge Master Plan ...........................................................................................13
Figure 1-7: 2021 Warrior Ridge Dev Plan .......................................................................................13
Figure 1-8: Heronswood Master Plan .............................................................................................14
Figure 1-9: Administration Campus Redevelopment Project .....................................................15
Figure 1-10. Raccoon Town ..............................................................................................................15
Figure 2-1: Kitsap County Transportation Network .....................................................................55
Figure 2-2: Port Gamble S’Klallam Tribe Transportation Network .............................................56
Figure 2-3: Kitsap Transit Route #307 ............................................................................................58
Figure 2-4: Kitsap Transit Route #391 ............................................................................................59
Figure 2-5: Collision Heat Map ........................................................................................................62
Figure 2-6: Collision Severity Map ...................................................................................................65
Figure 2-7: Collision Type .................................................................................................................66
Figure 2-8: Top Collision Types ........................................................................................................67
Figure 2-9: Active Transportation Collisions ..................................................................................68
Figure 2-10: Fatal and Major Injury Collisions Map ......................................................................70
Figure 2-11: Collision Contributing Factors ...................................................................................71
Figure 2-12: Existing Weekday 2026 PM Peak Hour Volumes ....................................................74
Figure 3-1: 2018 Adopted Land Use Plans for Business Park, Warrior Ridge, and
Heronswood.......................................................................................................................................80
Figure 3-2: PGST Land Purchase 924 acres ...................................................................................85
Figure 3-3: Land Purchase 924 acres..............................................................................................86
Figure 3-4: Tribal Admin Campus Map ...........................................................................................88
Figure 3-5: Kitsap County Kingston 2026-2031 TIP.......................................................................91
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Figure 3-6: Future 2046 PM Peak Hour Volumes ..........................................................................98
Figure 3-7: Tribal Concept Trail Plan Map ................................................................................... 102
L IST OF T ABLES
Table 1-1: US Census 2024 “American Community Survey estimate” ......................................... 6
Table 1-2: Enrollment Population Projections ................................................................................ 7
Table 1-4: Employment Status........................................................................................................... 8
Table 2-1: Route Summary...............................................................................................................17
Table 2-2: Collision Severity .............................................................................................................63
Table 2-3: Key Intersection Collision Severity................................................................................63
Table 2-4: Key Intersection Collision Rates ....................................................................................64
Table 2-5: Fatal and Major Injury Summary ..................................................................................69
Table 2-6: Roadway Level of Service Criteria .................................................................................73
Table 2-7: Current Roadway Level of Service ................................................................................75
Table 2-8: Level of Service Criteria for Stop-Sign Controlled Intersections ..............................76
Table 2-9: Existing Roadway PM Peak Hour LOS - 2026 ..............................................................77
Table 3-1: Tribal Lands as of July 2025 ...........................................................................................82
Table 3-2: Projected Roadway LOS - 2036 .....................................................................................95
Table 3-3: Projected Roadway LOS - 2046 .....................................................................................96
Table 3-4: Projected Intersection PM Peak Hour LOS – 2036 and 2046....................................97
Table 3-5: Hansville Road at Little Boston Road - Projected Roundabout LOS - 2035 ............99
Table 3-6: Hansville Road at 288th Street - Projected Signal LOS – 2046 ...................................99
Table 3-7: Hansville Road at 288th Street - Projected Roundabout LOS - 2046 ..................... 100
Table 3-8: Hansville Road at SR-104 - Projected Roundabout LOS - 2046 ............................. 100
Table 4-1: PGST Priority List .......................................................................................................... 104
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L IST OF A PPENDICES
TRIBAL TRANSPORTATION PROGRAM INVENTORY ..................................................................................... A
BUREAU OF INDIAN AFFAIRS FUNCTIONAL CLASSIFICATION ....................................................................... B
STATE HIGHWAY LOG .............................................................................................................................. C
COUNTY ROAD LOG AND COUNTY SIX-YEAR TIP ...................................................................................... D
TURNING MOVEMENT TRAFFIC COUNTS AND DIAGRAMS ........................................................................... E
CAPACITY ANALYSIS WORKSHEETS AND ROADWAY SEGMENT CALCULATIONS ............................................. F
2018 MASTER PLAN ............................................................................................................................... G
PORT GAMBLE S’KLALLAM TRIBE TRANSPORTATION IMPROVEMENT PROGRAM ......................................... H
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EXECUTIVE SUMMARY
The Long-Range Transportation Plan (LRTP) is prepared in order to plan, develop, and
maintain a public transportation network that serves the needs of the community. The
transportation network should complement the social and economic development goals of
the Port Gamble S’Klallam Tribe (PGST). In addition, the transportation network should
provide for the safe and efficient movement of Tribal members, goods, and services in the
community and throughout the region. The transportation program objectives and goals
are listed below:
Program Objectives
⚫
To identify and map key transportation routes, facilities, services, and needs
⚫
To provide safe and convenient public access within the Reservation
⚫
To prioritize transportation projects
⚫
To increase the effectiveness of local and regional transportation improvement
funding
⚫
To assist in the economic development of the Reservation
Program Goal
PGST’s goal is to develop and maintain a transportation network that safely and efficiently
provides access throughout the Reservation and provides links to the adjacent
transportation networks maintained by Kitsap County (County) and Washington State
(State) agencies. This update was prepared to address Tribal transportation issues,
develop strategies for multimodal transportation, and establish both short- and long-term
Transportation Improvement Programs (TIP). This LRTP is expected to be updated every
five years and look forward at a long-term 20-year program. The short-term TIP is reviewed
and approved by Tribal Council on an annual basis.
Plan Recommendations
The Plan recommends that the following actions be taken to meet the Plan objectives:
⚫
Adopt the LRTP by resolution
⚫
Maintain and update a National Tribal Transportation Program Facility Inventory
(NTTFI)
⚫
Maintain and update a TIP annually
⚫
Coordinate with local agencies and Tribal organizations
⚫
Prepare preliminary cost estimates/seek alternate funding
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1
COMMUNITY PROFILE
1.1
Introduction
PGST is one of two federally recognized tribes located in the Kitsap County area of
Washington State. PGST depends on a range of transportation facilities for access to
services such as housing, jobs, food, health care and social services, recreation, and
subsistence harvest and hunting. Access to these services and facilities depends upon a
network of existing roads including Tribal, Bureau of Indian Affairs (BIA), County, and State
routes as well as marine access via harbors, designated boat launches, and docks. Access
to services also depends upon a network of public, non-profit, and private services such as
public transit, vanpools, Tribal van services, and informal ridesharing. Together this system
of infrastructure and services provides transportation access for the Tribal community. The
health and welfare of Tribal members and the larger community as a whole is dependent
on a well-maintained and easily accessible transportation network.
A portion of this LRTP has been adopted from the PGST’s website, history book, and other
Tribal documents. Thank you to the staff who provided resources and time to review and
comment on the document’s accuracy.
1.2
Scope of Study
The key elements of this study address:
⚫
Roadway and intersection safety and capacity analysis for a 20-year forecast (2046)
⚫
Identification of Tribal transportation issues
⚫
Development of strategies for multi-modal transportation
⚫
Updating the existing inventory of the Port Gamble S’Klallam Reservation road
system, including County and State roads that provide critical access to the
Reservation
⚫
Prioritization of short-term and long-term transportation projects
⚫
Development of a Multi-Year TIP
1.3
Study Area
The Study Area covers the PGST Reservation (trust lands) and adjacent Tribal ownership.
The entire Reservation is in trust status. The Reservation in trust status comprises
approximately 1,707 acres in North Kitsap County, Washington, including adjacent
tidelands. The original trust lands were comprised of 1,230 acres of land and 67 acres of
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tidelands. In 2012, 390 acres of land purchased from the Washington State Department of
Natural Resources (DNR) was brought into trust status. In 2014, 20 acres of land purchased
from Pope Resources was brought into trust status. PGST owns an additional 61 acres of
Off-Reservation Trust Lands and an additional 1,300 acres of Off-Reservation Fee Lands.
These are located adjacent to the trust lands to the north, east, and south. Figure 1-1
shows the boundaries of the Reservation.
Figure 1-1: Aerial View of Port Gamble S’Klallam Reservation (July 2025)
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The transportation network serving PGST extends beyond the boundaries of the Study
Area to include County and State roads that provide access to jobs, housing, and essential
services.
1.4
Tribal History
The PGST Reservation is located on the Kitsap Peninsula in north Kitsap County,
Washington. The Reservation is home to the Port Gamble S'Klallam Tribe, one of at least 28
federally recognized tribes in the state. The peninsula is surrounded by salt water which
supports a large number of fish and shellfish species that have always supported PGST’s
way of life. The Reservation and local lands and waters have been heavily impacted by a
nearby former lumber mill that operated for over 150 years, heavy marine industrial
activities, and a local landfill.
It is well accepted that the S’Klallam people lived along the shores of Hood Canal and Port
Gamble Bay. This is confirmed by historic maps and documents from the first explorers
and founders of the town of Port Gamble. The western shores of Port Gamble Bay
harbored a S’Klallam village which was occupied by PGST prior to 1853, when the Pope &
Talbot timber mill began construction. The S’Klallam people were persuaded to move
across the bay to Point Julia, with promises of lumber for house construction, firewood,
and Christmas presents.
From 1853 to 1935, Point Julia was a Tribal village site with numerous wood homes, other
outbuildings, paths, and water systems. In 1935, the village site was deemed unsuitable for
habitation by the U.S. government and was burned down. The federal government finally
bought land from Pope & Talbot in 1938 to create what is now the Port Gamble S’Klallam
Reservation.
Much of the culture of the Native American people living on the Reservation is centered on
the shoreline environment. The shoreline is surrounded by mixed residential, commercial,
and industrial uses. Tribal members continue to rely on fish and shellfish from Port Gamble
Bay for their cultural and economic well-being, just as they have for many thousands of
years.
1.5
Tribal Government
The Port Gamble S’Klallam Tribe is a sovereign nation, which exercises full control over its
land and natural resources. The entire Reservation is owned by PGST; there is no individual
or private ownership of land on the Reservation. The Reservation was set aside for the
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exclusive use and benefit of the Port Gamble S'Klallam people in 1938 and has remained in
100% Tribal trust status since its inception.
PGST is a signatory to the Point No Point Treaty of 1855 with the United States Federal
Government. The Treaty set aside rights for tribes to continue access to their customary
fishing and hunting areas. Tribes retained aboriginal, treaty-protected rights to fish at usual
and accustomed grounds and to hunt and gather on all open and unclaimed lands. PGST
protects its natural resources on and off the Reservation through careful management and
enforcement.
A six-member Tribal Council was delegated legislative authority by the General Council and
actively governs PGST. In 1992, PGST became one of the first Self-Governance tribes in the
United States and has assumed control of its BIA and Indian Health Services (IHS)
programs. Under Self-Governance, PGST has been able to dramatically improve and
expand programs and services. Other "firsts" include the first Tribal Temporary Assistance
to Needy Families (TANF) program in Washington, the first TANF Tribe in the state to
operate a federally funded child support program, an award-winning health clinic, and an
acclaimed dental clinic.
1.6
Climate
The climate of Kitsap County is greatly tempered by winds from the Pacific Ocean.
Summers are warm but not hot, and winters are cool but not commonly freezing. Summers
are dry, but the rest of the year rains are frequent, especially late in fall and in the winter
season. The prevailing wind is from the south-southwest. In most winters one or more
storms bring strong and sometimes damaging winds. Some years the accompanying
rainfall causes serious flooding.
Kitsap County gets an average of 49 inches of rain per year. The US average is 37 inches.
Snowfall in Kitsap County is 7 inches. The average US city gets 25 inches of snow per year.
The number of days with any measurable precipitation in Kitsap County is 161.
On average, there are 153 sunny days per year in Kitsap County. The July high is around 75°
F with average summer temperatures of 62° F. The January low is 34° F with an average
winter temperature of 40° F. The comfort index, which is based on humidity during the hot
months, is 71 out of 100, where higher is more comfortable. The US average on the
comfort index is 44.
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1.7
Demographics
PGST is located within the rapidly growing area of Central Puget Sound. The Reservation is
in a rapidly developing portion of Kitsap County located within the larger Puget Sound
region. As of 2025, Kitsap County had a population of approximately 283,374 according to
the US Census Bureau. The population is expected to grow to 303,528 by 2030 according to
the Washington State Office of Financial Management.
It is important to note that the availability of rental housing on the Reservation as well as
individual lot assignments on the Reservation play a significant role in Reservation
population. There are a number of families who live off the Reservation that would like to
move onto the Reservation, should housing become available. In the event that the rate of
housing construction on the Reservation increases, a significant jump in population is likely
to occur.
PGST is comprised of about 1,556 enrolled Tribal members as provided by the Tribal
Enrollment Office. Less than half of the Tribal members reside on the Reservation, along
with other Native Americans and non-Indians. The latest US Census information (2024
American Community Survey 5-Year Estimate) provides an estimate of total population and
a breakdown by age group on the Reservation:
Table 1-1: US Census 2024 “American Community Survey estimate”
Age Group Living on
No. of
Reservation
People
Under 20
176
20-24
39
25-34
81
35-44
70
45-54
85
55 & Over
173
TOTAL
624
Source: https://data.census.gov/table/ACSDP5Y2024.DP05?g=040XX00US53_160XX00US5355612
PGST is comprised of about 1,556 enrolled Tribal members as provided by the Tribal
Enrollment Office. Using a straight projection of 4.4% yearly growth rate, it is estimated that
by 2046, there will be an estimated 1,467 Reservation residents, 2,215 Tribal members
living off the Reservation for a total of approximately 3,681 total Tribal members,
summarized in Table 1-2.
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Table 1-2: Enrollment Population Projections
Tribal Members Living on
Tribal Members Living off
Total Tribal
the Reservation
the Reservation
Members
2026
620
936
1,556
2031
769
1,161
1,930
2036
954
1,440
2,393
2041
1,183
1,786
2,968
2046
1,467
2,215
3,681
Year
Currently, approximately 40% of the Tribal members live on the Reservation. Reservation
population projection shown in PGST is comprised of about 1,556 enrolled Tribal members
as provided by the Tribal Enrollment Office. Using a straight projection of 4.4% yearly
growth rate, it is estimated that by 2046, there will be an estimated 1,467 Reservation
residents, 2,215 Tribal members living off the Reservation for a total of approximately
3,681 total Tribal members, summarized in Table 1-2.
Table 1-2 assumes that the current percentage of 40% stays constant through 2046. If
more than 40% of Tribal enrollment choose to live on the Reservation in the coming years,
the 2046 Reservation population estimate could be substantially higher.
The US Census American Community Survey estimate identified the median income on the
Reservation at $70,000 in 2024, which is $10,734 less than the national average. The
Washington state median household was $98,141 in 2024 and Kitsap County posted a
median income of $104,272 in 2025.
The U.S. Census Bureau “2024 American Community Survey 5-Year Estimates” identifies
that 20% of Reservation families live below the poverty line. This is more than one and a
half times the national average of 12.5%.
1.8
Employment
The Port Gamble area and the Reservation’s early enterprise centered on the timber and
fishing industries. Seasonal employment, scarce job opportunities, and the closure of
lumber mills have contributed to high unemployment rates. Fishing and shellfish is central
to PGST’s way of life from historic, cultural, and natural resource perspectives. A reduction
in salmon and other harvestable species has a disproportionately high impact on the
historical employment of Tribal members.
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Major employers for Tribal members are Tribal government and its associated agencies,
individual treaty fishing enterprises, and local area businesses.
According to the Bureau of Labor Statistics, the April 2026 unemployment rate was 4.3%.
The Tribal unemployment rate was estimated to be 10.6% in 2024.
Table 1-3: Employment Status
Employment Status
2024 Estimate
Population 16 years and over
488
In labor force
283
Employed
252
Unemployed
30
Unemployment Rate
1.9
10.6%
Land Use
The majority of the Reservation is actively managed as forest land, with the remaining area
in residential, office, commercial, and other resource uses (See Figure 1-2 2007
Conceptual Master Plan). Approximately 870 acres are forest land, and 259 acres are
Riparian and Wildlife Reserve Areas (See Figure 1-3 Forest Land Use Classification). These
general land use designations were refined in 2018 with the adoption of three master
plans that provided more specific development guidance for the business park, Warrior
Ridge area, and Heronswood Gardens.
Reservation population is concentrated along the shoreline and clustered along the
southeastern and northwestern portions of the Reservation. All lands within the
Reservation are owned by PGST; there is no individual ownership within the Tribal
boundaries.
A designated Business Park area is located northwest of the Little Boston Road and
Hansville Road intersection. Gliding Eagle Market and Gas Station is located at this corner.
The Point Casino (Casino), an expanded Tribal casino, was built in 2013, and a new 94-room
associated hotel was added in 2016. Access to the Casino/hotel is from Hansville Road to
Salish Lane.
In 2016, the old wastewater treatment facility off of Little Boston Road NE was demolished
and a new one was constructed in the business park area behind (west of) the Casino and
hotel.
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Figure 1-2: Conceptual Master Plan
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Figure 1-3: Forest Lands
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As of 2026, there are several new developments in various stages of construction.
Red Cedar Subdivision (Also known as “East Salmonberries”) is a planned 29-lot residential
subdivision under construction on Little Boston Road NE. The roadway and utilities are
installed and units are under construction by individual Tribal members (Figure 1-4).
Figure 1-4: Red Cedar Subdivision
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A Tribal Business Park is planned for the old “Ravenwood” site adjacent to the Gliding
Eagle store. Kickoff meetings to begin architecture and engineering for the business park
are scheduled for early March 2021 (Figure 1-5).
Figure 1-5: Business Park Master Plan
A new development on Warrior Ridge (“DNR land purchase”) is in progress. Phases 1 and 2
of the anticipated ten phases have been completed for the project as of the date of this
document and 37 single family housing units, four apartment buildings, and four duplexes
have been constructed. A new road system is also planned for Warrior Ridge, detailed in
the Warrior Ridge Master Plan (2018), which will provide an alternative connection from
Little Boston Road NE down to NE 228th Street (Figure 1-6 & Figure 1-7). This roadway
system will be multi-use and publicly accessible. The planned roadways may help improve
circulation and increase roadway capacity within the Reservation.
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Figure 1-6: Warrior Ridge Master Plan
Figure 1-7: 2021 Warrior Ridge Dev Plan
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A new development at Heronswood is in progress. The project includes development of a
new access road, conference/wedding center and upgraded electrical, water, and sewer
service (Figure 1-8) Construction has yet to start as of the date on this report.
Figure 1-8: Heronswood Master Plan
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As of early 2026, the PGST Administration Campus Redevelopment Project is in the
planning phase and will include a new administration building, gym, community center, a
subterranean garage, parking lot, and open space amenities (Figure 1-9).
Figure 1-9: Administration Campus Redevelopment Project
A new residential development known as High-Kwh-S-Tah-Wn or Raccoon Town is
currently beginning construction and is anticipated to be finished by the end of 2026. When
completed, Raccoon Town will include 39 new residential lots.
Figure 1-10. Raccoon Town
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2
EXISTING TRANSPORTATION SYSTEM
2.1
Tribal Transportation Program
The Tribal Transportation Program (TTP) was established in 23 U.S.C. 202 to address the
transportation needs of Tribal communities. The stated purpose of the program is to
provide adequate and safe transportation and public road access to and within Indian and
Native Alaskan communities. The prime objectives of the program are to contribute to the
economic development, self-determination, and employment of Indians and Native
Americans.
Implementation of the TTP is under the Infrastructure Investment and Jobs Act (IIJA) Moving
Ahead for Progress in the 21st Century Act (MAP-21) (P.L. 117-58). IIJA provides TTP funding
through 2026. IIJA is administered by the Federal Highway Administration (FHWA). The IIJA
retains the statutory formula from MAP-21 as follows:
⚫
27% of funding based on PGST’s approved road mileage
⚫
39% of funding based on PGST’s most recent Native American Housing Assistance
and Self Determination Act (NAHASDA) population
⚫
34% of funding based on PGST’s Relative Need Distribution Factor (RNDF) and
Population Adjustment Factor (PAF) amounts from FY05 to FY12
TTP funds are 100% federal share. They may be used to satisfy local match requirements
on construction projects. The transportation planning requirements of the TTP Program
continue under the TTP. Funds must be expended on projects and activities identified on a
federally approved TIP. Road inventory will continue to be a major part of the
transportation planning, as it still accounts for 27% of the federal share of funds.
2.2
Transportation Inventory
The Transportation Network is made up of State, County, BIA, and Tribal roads and
bridges. Roads provide access to residential housing, recreation activities, commercial
enterprises, jobs, shopping, hospitals, and other essential services. Roads also provide
access to pedestrian and bicycle transportation facilities; public transportation and Tribal
transportation; and boat ramps, providing a link to marine access which is critical to
fishermen, shellfish harvesters, and other commercial and subsistence marine related
activities.
Long Range Transportation Plan
September 2026 Update
September 2026
Page 16
KH 090225140
Table 2-1: Route Summary
Route
1
2
Section
10
10
Name
HOOD CANAL
DRIVE
POINT JULIA ROAD
Length
Ownership
0.4
0.3
BIA
BIA
BOAT RAMP
2
20
ACCESS-POINT
0.0
BIA
JULIA ROAD
2
30
3
10
3
20
POINT JULIA ROAD
TRIBAL CENTER
ROAD
TRIBAL CENTER
ROAD
0.1
BIA
Class
Construction
Need
Rural
BIA
Major
Improvement
Arterial
Needed
Rural
BIA
Major
Improvement
Arterial
Needed
Rural Local
Road
Rural Local
Road
BIA
Improvement
Needed
BIA
Improvement
Needed
0.1
BIA
Residential
Acceptable
0.1
BIA
Residential
Improvement
BIA
Needed
TRIBAL CENTER
3
30
ROAD PARKING
0.1
BIA
Other
Acceptable
LOT
BIA
4
10
CHURCH LANE
0.1
BIA
Residential
Improvement
Needed
BIA
4
20
CHURCH LANE
0.1
BIA
Residential
Improvement
Needed
5
5
10
20
S'KALLAM HILL
LANE
S'KALLAM HILL
LANE
BIA
0.1
BIA
Residential
Improvement
Needed
BIA
0.1
BIA
Residential
Improvement
Needed
BIA
6
10
IRONWOOD LANE
0.1
BIA
Residential
Improvement
Needed
Long Range Transportation Plan
September 2026 Update
September 2026
Page 17
KH 090225140
Route
Section
Name
Length
Ownership
Class
Construction
Need
BIA
7
10
TYEE LANE
0.1
BIA
Residential
Improvement
Needed
8
9
10
10
10
10
CUBBY SPARKS
PLACE
SALMON BERRIES
LANE
BOSTON LANE
CUL-DE-SAC
BIA
0.1
BIA
Residential
Improvement
Needed
BIA
0.1
BIA
Residential
Improvement
Needed
BIA
0.1
BIA
Residential
Improvement
Needed
BIA
11
10
BOSTON LANE
0.1
BIA
Residential
Improvement
Needed
Other
12
10
GLIDING EAGLE
0.1
Tribal
Residential
Improvement
Needed
12
15
GLIDING EAGLE
0.1
Tribal
Residential
Proposed
Road
Other
12
20
GLIDING EAGLE
0.1
Tribal
Other
Improvement
Needed
13
13
13
14
15
10
20
30
10
10
FUTURE ROAD
FUTURE ROAD
FUTURE ROAD
KWAYACHEN
COURT
BUD PURSER LANE
0.6
0.3
0.3
BIA
BIA
BIA
Major
Improvement
Arterial
Needed
Rural
BIA
Major
Improvement
Arterial
Needed
Rural
BIA
Major
Improvement
Arterial
Needed
BIA
0.1
BIA
Residential
Improvement
Needed
0.6
Long Range Transportation Plan
September 2026 Update
BIA
Rural
BIA
Residential
Acceptable
September 2026
Page 18
KH 090225140
Route
Section
Name
Length
Ownership
Class
Construction
Need
BIA
16
10
BEAR RIDGE DRIVE
0.2
BIA
Residential
Improvement
Needed
BIA
17
10
BEAR RIDGE
0.1
BIA
Residential
Improvement
Needed
BIA
18
10
SALISH LOOP
0.2
BIA
Residential
Improvement
Needed
Proposed
18
20
SALISH LOOP
0.1
BIA
Residential
19
10
SALISH LANE
0.1
BIA
Residential
Acceptable
20
10
RAVEN WOOD
0.5
BIA
Residential
Improvement
Road
BIA
Needed
BIA
21
10
EAGLEWOOD
0.1
BIA
Residential
Improvement
Needed
22
23
10
10
KLOOMACHIN
PLACE NE
HOOD CANAL
LANE
0.2
BIA
0.4
BIA
FUTURE ROAD
0.5
BIA
25
20
FUTURE ROAD
0.3
BIA
30
30
20
30
FUTURE ROAD
FUTURE ROAD
FUTURE ROAD
0.1
0.1
0.2
Long Range Transportation Plan
September 2026 Update
Residential
Improvement
Needed
10
10
Acceptable
BIA
25
30
Residential
BIA
BIA
BIA
Rural Local
Proposed
Road
Road
Rural Local
Proposed
Road
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
September 2026
Page 19
KH 090225140
Route
31
31
40
100
100
Section
10
20
10
10
20
Name
FUTURE ROAD
FUTURE ROAD
FUTURE ROAD
NE BOSTON LANE
NE BOSTON LANE
Length
Ownership
0.1
0.1
0.4
0.2
0.4
BIA
BIA
BIA
BIA
BIA
Class
Rural Local
Road
Rural Local
Road
Rural Local
Road
Construction
Need
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Rural
BIA
Major
Improvement
Arterial
Needed
Rural
BIA
Major
Improvement
Arterial
Needed
BIA
100
30
NE BOSTON LANE
0.1
BIA
Residential
Improvement
Needed
110
200
300
10
10
10
400
10
500
10
TIDEWINDS LOOP
SANITATION
ACCESS
NOO-KAYET
BUSINESS PARK
WARRIOR RIDGE
ROAD
HERONSWOOD
ROAD
0.1
0.2
BIA
BIA
Rural Local
Proposed
Road
Road
Rural Local
Road
Rural
0.5
Tribal
Minor
Arterial
0.1
Tribal
Residential
0.3
Tribal
Residential
BIA
Improvement
Needed
Proposed
Road
Proposed
Road
Proposed
Road
Substandard
1170
10
SEABECK
HIGHWAY NW
0.2
County
City Minor
With No
Arterial
Improvement
Planned
1170
20
SEABECK
HIGHWAY NW
Rural
1.6
Minor
Arterial
Long Range Transportation Plan
September 2026 Update
County
Substandard
With No
Improvement
Planned
September 2026
Page 20
KH 090225140
Route
1170
1170
1170
1170
1170
1170
1170
1342
1342
Section
30
40
50
60
70
80
90
10
20
Name
SEABECK
HIGHWAY NW
SEABECK
HIGHWAY NW
SEABECK
HIGHWAY NW
SEABECK
HIGHWAY NW
SEABECK
HIGHWAY NW
SEABECK
HIGHWAY NW
SEABECK
HIGHWAY NW
NEWBERRY HILL
ROAD NW
NEWBERRY HILL
ROAD NW
Length
Ownership
Rural
1.2
County
Minor
Arterial
Rural
1.8
County
Minor
Arterial
Rural
0.2
County
Minor
Arterial
Rural
1.7
County
Minor
Arterial
Rural
0.7
County
Minor
Arterial
Rural
0.9
County
Minor
Arterial
Rural
1.7
County
Minor
Arterial
Rural
1.7
County
Minor
Arterial
Rural
0.5
County
Minor
Arterial
Long Range Transportation Plan
September 2026 Update
Class
Construction
Need
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
September 2026
Page 21
KH 090225140
Route
1342
1342
1342
1342
1354
1354
1354
1354
1354
Section
30
40
50
60
10
20
30
40
50
Name
NEWBERRY HILL
ROAD NW
NEWBERRY HILL
ROAD NW
NEWBERRY HILL
ROAD NW
NEWBERRY HILL
ROAD NW
ANDERSON HILL
ROAD NW
ANDERSON HILL
ROAD NW
ANDERSON HILL
ROAD NW
ANDERSON HILL
ROAD NW
ANDERSON HILL
ROAD NW
Length
Ownership
Rural
0.5
County
Minor
Arterial
Rural
0.1
County
Minor
Arterial
Rural
0.2
County
Minor
Arterial
Rural
0.3
County
Minor
Arterial
Rural
1.1
County
Major
Arterial
Rural
1.6
County
Major
Arterial
Rural
0.5
County
Major
Arterial
Rural
0.2
County
Major
Arterial
Rural
0.6
County
Major
Arterial
Long Range Transportation Plan
September 2026 Update
Class
Construction
Need
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
September 2026
Page 22
KH 090225140
Route
1354
1354
Section
60
70
Name
ANDERSON HILL
ROAD NW
ANDERSON HILL
ROAD NW
Length
Ownership
Class
Rural
0.3
County
Major
Arterial
Rural
0.3
County
Major
Arterial
Construction
Need
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
1951
10
SILVERDALE WAY
NW
0.7
County
Major
With No
Arterial
Improvement
Planned
Substandard
1951
20
SILVERDALE WAY
NW
0.2
County
Major
With No
Arterial
Improvement
Planned
Substandard
1951
30
SILVERDALE WAY
NW
0.2
County
Major
With No
Arterial
Improvement
Planned
Substandard
1951
40
SILVERDALE WAY
NW
0.3
County
Major
With No
Arterial
Improvement
Planned
Substandard
1951
50
SILVERDALE WAY
NW
0.4
County
Major
With No
Arterial
Improvement
Planned
Substandard
1951
60
SILVERDALE WAY
NW
0.3
County
Major
With No
Arterial
Improvement
Planned
Substandard
1951
70
SILVERDALE WAY
NW
0.7
County
Major
With No
Arterial
Improvement
Planned
1951
80
SILVERDALE WAY
NW
0.8
Long Range Transportation Plan
September 2026 Update
County
Major
Substandard
Arterial
With No
September 2026
Page 23
KH 090225140
Route
Section
Name
Length
Ownership
Class
Construction
Need
Improvement
Planned
Substandard
1951
90
SILVERDALE WAY
NW
0.8
County
Major
With No
Arterial
Improvement
Planned
Substandard
1951
100
SILVERDALE WAY
NW
0.5
County
Major
With No
Arterial
Improvement
Planned
Substandard
1951
110
SILVERDALE WAY
NW
0.2
County
Major
With No
Arterial
Improvement
Planned
2001
2001
2001
2001
2001
2001
2001
2001
10
20
30
40
50
60
70
80
FOREST ROAD BR1
FOREST ROAD BR2
FOREST ROAD BR3
FOREST ROAD BR4
FOREST ROAD BR5
FOREST ROAD BR6
FOREST ROAD BR7
FOREST ROAD BR8
1.7
0.1
0.3
0.1
0.1
0.1
0.2
0.1
Long Range Transportation Plan
September 2026 Update
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
September 2026
Page 24
KH 090225140
Route
2001
2001
2001
2001
2001
2001
2002
2003
2003
2003
2003
2004
Section
90
100
110
120
130
140
10
10
20
30
40
10
Name
FOREST ROAD BR9
FOREST ROAD
BR10
FOREST ROAD
BR11
FOREST ROAD
BR12
FOREST ROAD
BR13
FOREST ROAD
BR14
FOREST ROAD BR2
FOREST ROAD BR3
FOREST ROAD BR4
FOREST ROAD BR5
FOREST ROAD BR6
FOREST ROAD BR4
Length
Ownership
0.1
0.3
0.1
0.1
0.1
0.1
0.2
0.6
0.2
0.1
0.1
0.4
Long Range Transportation Plan
September 2026 Update
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Class
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Construction
Need
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
September 2026
Page 25
KH 090225140
Route
2004
2005
2006
2006
2006
2007
2007
2007
2007
2008
2008
2008
Section
20
10
10
20
30
10
20
30
40
10
20
30
Name
FOREST ROAD BR4
FOREST ROAD BR5
FOREST ROAD BR6
FOREST ROAD BR6
FOREST ROAD BR6
FOREST ROAD BR7
FOREST ROAD BR7
FOREST ROAD BR7
FOREST ROAD BR7
FOREST ROAD BR8
FOREST ROAD BR8
FOREST ROAD BR8
Length
Ownership
0.1
0.3
0.4
0.1
0.4
1.0
0.1
0.1
0.1
0.5
0.1
0.1
Long Range Transportation Plan
September 2026 Update
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Class
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Construction
Need
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
September 2026
Page 26
KH 090225140
Route
2008
2008
2008
2009
2009
2010
2011
Section
40
50
60
10
20
10
10
3001
10
3001
20
3002
3002
10
20
Name
FOREST ROAD BR8
FOREST ROAD BR8
FOREST ROAD BR8
FOREST ROAD BR9
FOREST ROAD BR9
FOREST ROAD
BR10
FOREST ROAD
BR11
GLIDING EAGLE
TRAIL 3001
GLIDING EAGLE
TRAIL 3001
GLIDING EAGLE
TRAIL 3002
GLIDING EAGLE
TRAIL 3002
Length
Ownership
0.1
0.1
0.1
0.3
0.2
0.4
0.4
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Tribal
Class
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
0.3
Tribal
Non-Road
0.4
Tribal
Non-Road
30
TRAIL PEDESTRIAN
0.3
Tribal
Non-Road
40
GLIDING EAGLE
TRAIL 3002
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Proposed
Road
Proposed
Road
Improvement
BIA
0.9
Tribal
Non-Road
Improvement
Needed
0.0
Tribal
Non-Road
1.1
Tribal
Non-Road
Long Range Transportation Plan
September 2026 Update
Other
Needed
BRIDGE
3002
Need
Other
GLIDING EAGLE
3002
Construction
Proposed
Road
Proposed
Road
September 2026
Page 27
KH 090225140
Route
3002
Section
50
3003
10
3004
10
Name
CAMPUS
SIDEWALK
GLIDING EAGLE
TRAIL 3003
GLIDING EAGLE
TRAIL 3004
Length
Ownership
Class
Construction
Need
BIA
0.2
BIA
Non-Road
Improvement
Needed
1.6
Tribal
Non-Road
0.2
Tribal
Non-Road
Proposed
Road
Proposed
Road
Substandard
5527
10
TRACYTON
BOULEVARD NW
0.4
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5527
20
TRACYTON
BOULEVARD NW
0.3
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5527
30
TRACYTON
BOULEVARD NW
0.5
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5527
40
TRACYTON
BOULEVARD NW
0.9
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5527
50
TRACYTON
BOULEVARD NW
0.4
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5527
60
TRACYTON
BOULEVARD NW
1.0
County
City Minor
With No
Arterial
Improvement
Planned
5729
5729
10
20
BROWNSVILLE
HIGHWAY NE
BROWNSVILLE
HIGHWAY NE
0.4
0.7
Long Range Transportation Plan
September 2026 Update
County
County
City Minor
Arterial
City Minor
Arterial
Other
Improvement
Needed
Other
Improvement
Needed
September 2026
Page 28
KH 090225140
Route
5729
5729
5729
5729
5729
5729
5772
5772
5772
5772
Section
30
40
50
60
70
80
10
20
30
40
Name
BROWNSVILLE
HIGHWAY NE
BROWNSVILLE
HIGHWAY NE
BROWNSVILLE
HIGHWAY NE
BROWNSVILLE
HIGHWAY NE
BROWNSVILLE
HIGHWAY NE
BROWNSVILLE
HIGHWAY NE
MYHRE ROAD NW
MYHRE ROAD NW
MYHRE ROAD NW
MYHRE ROAD NW
Length
Ownership
0.2
0.1
0.6
0.5
1.4
0.7
0.2
0.6
0.2
0.1
County
County
County
County
County
County
County
County
County
County
Class
City Minor
Arterial
City Minor
Arterial
City Minor
Arterial
City Minor
Arterial
City Minor
Arterial
City Minor
Arterial
City Minor
Arterial
City Minor
Arterial
City Minor
Arterial
City
Collector
Construction
Need
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Substandard
5774
10
BUCKLIN HILL
ROAD NW
0.3
County
Major
With No
Arterial
Improvement
Planned
Substandard
5774
20
BUCKLIN HILL
ROAD NW
0.3
County
Major
With No
Arterial
Improvement
Planned
Long Range Transportation Plan
September 2026 Update
September 2026
Page 29
KH 090225140
Route
Section
Name
Length
Ownership
Class
Construction
Need
Substandard
5774
30
BUCKLIN HILL
ROAD NW
0.2
County
Major
With No
Arterial
Improvement
Planned
Substandard
5774
40
BUCKLIN HILL
ROAD NW
0.3
County
Major
With No
Arterial
Improvement
Planned
Substandard
5774
50
BUCKLIN HILL
ROAD NW
0.6
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5774
60
BUCKLIN HILL
ROAD NW
0.7
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5905
10
CENTRAL VALLEY
ROAD NW
0.6
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5905
20
CENTRAL VALLEY
ROAD NW
0.5
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5905
30
CENTRAL VALLEY
ROAD NW
0.3
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5905
40
CENTRAL VALLEY
ROAD NW
0.6
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5905
50
CENTRAL VALLEY
ROAD NW
0.5
County
City Minor
With No
Arterial
Improvement
Planned
5905
60
CENTRAL VALLEY
ROAD NW
0.2
Long Range Transportation Plan
September 2026 Update
County
City Minor
Substandard
Arterial
With No
September 2026
Page 30
KH 090225140
Route
Section
Name
Length
Ownership
Class
Construction
Need
Improvement
Planned
Substandard
5905
70
CENTRAL VALLEY
ROAD NW
1.1
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5905
80
CENTRAL VALLEY
ROAD NW
1.5
County
City Minor
With No
Arterial
Improvement
Planned
Substandard
5905
90
CENTRAL VALLEY
ROAD NW
1.1
County
City Minor
With No
Arterial
Improvement
Planned
5970
5970
7037
7037
7037
7037
7037
10
20
10
20
30
40
50
SCANDIA ROAD
NW
SCANDIA ROAD
NW
MILLER BAY ROAD
NE
MILLER BAY ROAD
NE
MILLER BAY ROAD
NE
MILLER BAY ROAD
NE
MILLER BAY ROAD
NE
0.4
0.7
County
Collector
City
Collector
Rural
2.2
County
Major
Arterial
0.1
0.3
0.1
0.7
Long Range Transportation Plan
September 2026 Update
County
City
County
County
County
County
Other
Improvement
Needed
Other
Improvement
Needed
Substandard
With No
Improvement
Planned
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
September 2026
Page 31
KH 090225140
Route
7037
7037
7037
7040
7040
7040
7040
7040
7040
7040
7040
7040
Section
60
70
80
10
20
30
40
50
60
70
80
90
Name
MILLER BAY ROAD
NE
MILLER BAY ROAD
NE
MILLER BAY ROAD
NE
HANSVILLE ROAD
(KITSAP COUNTY)
HANSVILLE ROAD
(KITSAP COUNTY)
HANSVILLE ROAD
(KITSAP COUNTY)
HANSVILLE ROAD
(KITSAP COUNTY)
HANSVILLE ROAD
(KITSAP COUNTY)
HANSVILLE ROAD
(KITSAP COUNTY)
HANSVILLE ROAD
(KITSAP COUNTY)
HANSVILLE ROAD
(KITSAP COUNTY)
HANSVILLE ROAD
(KITSAP COUNTY)
Length
Ownership
0.2
0.9
0.8
1.9
0.4
0.1
0.3
0.1
1.3
0.2
2.0
1.2
Long Range Transportation Plan
September 2026 Update
County
County
County
County
County
County
County
County
County
County
County
County
Class
Construction
Need
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Minor
Improvement
Arterial
Needed
Rural
Other
Minor
Improvement
Arterial
Needed
Rural
Other
Minor
Improvement
Arterial
Needed
Rural
Other
Minor
Improvement
Arterial
Needed
Rural
Other
Minor
Improvement
Arterial
Needed
Rural
Other
Minor
Improvement
Arterial
Needed
Rural
Other
Minor
Improvement
Arterial
Needed
Rural
Other
Minor
Improvement
Arterial
Needed
Rural
Other
Minor
Improvement
Arterial
Needed
September 2026
Page 32
KH 090225140
Route
7165
7165
7250
7250
7319
Section
10
20
10
20
10
Name
STOTTLEMEYER
ROAD NE
STOTTLEMEYER
ROAD NE
BIG VALLEY ROAD
NE
BIG VALLEY ROAD
NE
NE DELANEY
ROAD
Length
Ownership
1.4
1.8
2.4
2.4
0.3
County
County
County
County
County
Class
Construction
Need
Rural
Other
Major
Improvement
Arterial
Needed
Rural Local
Road
Other
Improvement
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural Local
Road
Other
Improvement
Needed
Substandard
7420
10
VIKING WAY NW
0.8
County
Major
With No
Arterial
Improvement
Planned
Substandard
7420
20
VIKING WAY NW
0.1
County
Major
With No
Arterial
Improvement
Planned
Substandard
7420
30
VIKING WAY NW
1.2
County
Major
With No
Arterial
Improvement
Planned
7441
7466
7466
10
10
20
LITTLE VALLEY
ROAD NE
GUNDERSON
ROAD NE
GUNDERSON
ROAD NE
0.3
1.3
1.0
Long Range Transportation Plan
September 2026 Update
County
County
County
City
Collector
Other
Improvement
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
September 2026
Page 33
KH 090225140
Route
7466
7479
7479
7479
7521
7715
7715
7715
7715
7726
7726
7726
Section
30
10
20
30
10
10
20
30
40
10
20
30
Name
GUNDERSON
ROAD NE
PORT GAMBLE
ROAD NE
PORT GAMBLE
ROAD NE
PORT GAMBLE
ROAD NE
HIGHLAND ROAD
NE
LINCOLN ROAD
NE
LINCOLN ROAD
NE
LINCOLN ROAD
NE
LINCOLN ROAD
NE
NW PIONEER HILL
ROAD
NW PIONEER HILL
ROAD
NW PIONEER HILL
ROAD
Length
Ownership
0.1
1.3
2.8
1.3
1.1
1.1
0.2
0.3
0.3
0.5
0.2
0.7
Long Range Transportation Plan
September 2026 Update
County
County
County
County
County
County
County
County
County
County
County
County
Class
Construction
Need
Rural
Other
Major
Improvement
Arterial
Needed
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
City Minor
Arterial
City
Collector
Rural Local
Road
Rural Local
Road
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
September 2026
Page 34
KH 090225140
Route
7765
7765
7822
7822
7822
7822
7852
7855
7858
7889
7903
7963
Section
10
20
10
20
30
40
10
10
10
10
10
10
Name
WAGHORN ROAD
NW
WAGHORN ROAD
NW
PIONEER WAY NW
PIONEER WAY NW
PIONEER WAY NW
PIONEER WAY NW
WESLEY WAY NW
PARK STREET NW
FERRY STREET NW
FALKNER ROAD NE
BEACH DRIVE NE
WHITFORD ROAD
NE
Length
Ownership
0.5
0.6
0.7
0.9
0.1
0.5
0.3
0.1
0.1
0.7
0.8
0.2
Long Range Transportation Plan
September 2026 Update
County
County
County
County
County
County
County
County
County
County
County
County
Class
Rural Local
Road
Rural Local
Road
City Minor
Arterial
City Minor
Arterial
City Minor
Arterial
City Minor
Arterial
City
Collector
City
Collector
City
Collector
City
Collector
City
Collector
Rural Local
Road
Construction
Need
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
September 2026
Page 35
KH 090225140
Route
7966
8163
8163
8163
8369
8442
8580
8583
8601
8616
8625
8625
Section
10
10
20
30
10
10
10
10
810
10
810
820
Name
WHEELER STREET
NE
NE JEFFERSON
POINT ROAD
NE JEFFERSON
POINT ROAD
NE JEFFERSON
POINT ROAD
NE BARBER CUT
OFF ROAD
2ND STREET NE
288TH STREET NE
GAMBLE BAY
ROAD NE
GAMBLE PLACE NE
(KITSAP COUNTY)
NE ECOLOGY
ROAD
LITTLE BOSTON
ROAD NE
LITTLE BOSTON
ROAD NE
Length
Ownership
0.5
1.1
0.1
0.6
1.0
0.3
0.8
1.5
County
County
County
County
County
County
County
City
Collector
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Construction
Need
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
1.2
County
Residential
Improvement
Needed
0.3
3.5
1.0
Long Range Transportation Plan
September 2026 Update
County
Class
County
County
County
Rural Local
Road
Other
Improvement
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
September 2026
Page 36
KH 090225140
Route
8630
8630
8630
8663
8667
8667
8667
8667
8668
8668
8687
Section
10
20
30
10
10
20
30
40
10
20
10
Name
NE EGLON ROAD
NE EGLON ROAD
NE EGLON ROAD
HOFFMAN ROAD
NE
NE WEST
KINGSTON ROAD
NE WEST
KINGSTON ROAD
NE WEST
KINGSTON ROAD
NE WEST
KINGSTON ROAD
NE SOUTH
KINGSTON ROAD
NE SOUTH
KINGSTON ROAD
LUDLOW DRIVE NE
Length
Ownership
1.3
0.4
0.1
1.2
1.1
0.5
0.3
0.3
1.6
1.3
0.3
County
County
County
County
County
County
County
County
County
County
County
HOOD CANAL
8696
10
DRIVE (KITSAP
2.0
COUNTY)
Long Range Transportation Plan
September 2026 Update
County
Class
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Construction
Need
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural Local
Road
Other
Improvement
Needed
Rural
Other
Major
Improvement
Arterial
Needed
September 2026
Page 37
KH 090225140
Route
Section
Name
Length
Ownership
HOOD CANAL
8696
8696
20
30
Major
Improvement
COUNTY)
Arterial
Needed
HOOD CANAL
Rural
Other
Major
Improvement
Arterial
Needed
DRIVE (KITSAP
DRIVE (KITSAP
0.4
1.3
County
County
DRIVE (KITSAP
1.3
County
COUNTY)
8716
8750
8750
8940
8940
8950
8950
8992
810
10
20
10
20
10
20
10
Need
Other
HOOD CANAL
40
Construction
Rural
COUNTY)
8696
Class
CLIFFSIDE DRIVE
(KITSAP COUNTY)
NE TWIN SPITS
ROAD
NE TWIN SPITS
ROAD
NE BUCK LAKE
ROAD
NE BUCK LAKE
ROAD
NE POINT NO
POINT ROAD
NE POINT NO
POINT ROAD
FOULWEATHER
BLUFF ROAD NE
0.6
2.0
1.6
0.9
0.1
0.7
0.3
1.1
County
County
County
County
County
County
County
County
Rural Local
Road
Other
Improvement
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural
Other
Major
Improvement
Arterial
Needed
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Rural Local
Road
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Other
Improvement
Needed
Substandard
9003
10
SR 3
0.1
State
Major
With No
Arterial
Improvement
Planned
Long Range Transportation Plan
September 2026 Update
September 2026
Page 38
KH 090225140
Route
Section
Name
Length
Ownership
Class
Construction
Need
Substandard
9003
12
SR 3
0.0
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
13
SR 3
3.7
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
15
SR 3
0.0
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
18
SR 3
2.1
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
20
SR 3
0.0
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
22
SR 3
0.6
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
23
SR 3
0.0
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
25
SR 3
2.4
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
26
SR 3
0.0
State
Major
With No
Arterial
Improvement
Planned
Long Range Transportation Plan
September 2026 Update
September 2026
Page 39
KH 090225140
Route
Section
Name
Length
Ownership
Class
Construction
Need
Substandard
9003
27
SR 3
1.2
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
28
SR 3
0.0
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
29
SR 3
0.9
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
30
SR 3
2.9
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
32
SR 3
0.0
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
36
SR 3
4.3
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
40
SR 3
0.0
State
Major
With No
Arterial
Improvement
Planned
Substandard
9003
50
SR 3
7.1
State
Major
With No
Arterial
Improvement
Planned
Substandard
9104
10
STATE ROUTE 104
5.1
State
Major
With No
Arterial
Improvement
Planned
9104
20
STATE ROUTE 104
0.0
Long Range Transportation Plan
September 2026 Update
State
Major
Arterial
Acceptable
September 2026
Page 40
KH 090225140
Route
Section
Name
Length
Ownership
9104
21
STATE ROUTE 104
0.0
State
9104
23
STATE ROUTE 104
0.0
State
Class
Major
Arterial
Major
Arterial
Construction
Need
Acceptable
Acceptable
Substandard
9104
30
STATE ROUTE 104
0.2
State
Major
With No
Arterial
Improvement
Planned
Rural
9104
32
STATE ROUTE 104
8.1
State
Major
Arterial
Rural
9104
40
STATE ROUTE 104
0.5
State
Major
Arterial
Rural
9104
50
STATE ROUTE 104
0.3
State
Major
Arterial
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
With No
Improvement
Planned
Substandard
9104
55
STATE ROUTE 104
0.4
State
City
With No
Collector
Improvement
Planned
Substandard
9104
60
STATE ROUTE 104
0.4
State
Other
With No
Improvement
Planned
Substandard
9305
20
STATE ROUTE 305
2.5
State
Major
With No
Arterial
Improvement
Planned
Substandard
9305
30
STATE ROUTE 305
1.2
State
Major
With No
Arterial
Improvement
Planned
Long Range Transportation Plan
September 2026 Update
September 2026
Page 41
KH 090225140
Route
Section
Name
Length
Ownership
Class
Construction
Need
Substandard
9305
40
STATE ROUTE 305
0.5
State
Major
With No
Arterial
Improvement
Planned
Substandard
9305
45
STATE ROUTE 305
0.4
State
Major
With No
Arterial
Improvement
Planned
Substandard
9305
50
STATE ROUTE 305
0.3
State
Major
With No
Arterial
Improvement
Planned
Substandard
9307
10
STATE ROUTE 307
0.1
State
Major
With No
Arterial
Improvement
Planned
Substandard
9307
20
STATE ROUTE 307
0.1
State
Major
With No
Arterial
Improvement
Planned
Rural
9307
21
STATE ROUTE 307
1.5
State
Minor
Arterial
Substandard
With No
Improvement
Planned
Substandard
9307
25
STATE ROUTE 307
0.9
State
Major
With No
Arterial
Improvement
Planned
Substandard
9307
30
STATE ROUTE 307
2.7
State
Major
With No
Arterial
Improvement
Planned
A detailed description of the current condition of each of the roads is included in the
approved NTTFI in Appendix A (Inventory Data Sheets). A description of the BIA Functional
Classifications is included in Appendix B. Route descriptions or narratives are summarized
below.
Long Range Transportation Plan
September 2026 Update
September 2026
Page 42
KH 090225140
2.2.1
State Routes
The 2024 State Highway Log Planning Report was consulted for highway data.
Portions of four State highways have been incorporated into the NTTFI system (as agreed
by Letter of Understanding from the Washing State Department of Transportation
[WSDOT], dated August 22, 2007). Detailed capital projects and planning activities are
described below. Relevant portions of the WSDOT 2024 Highway Log are included in
Appendix C.
State Route 3: MP 34.51 to MP 60.02
Route N o. 9003
SR-3 is a State highway which runs in a north-south direction. It is classified by the State as
U1 – Urban Principal Arterial. The length of this route included in the inventory is 25.3 miles,
excluding bridges. The portion of SR-3 included in the TTP begins at the intersection with SR16, south of Bremerton, and continues north to the end of the route at the intersection of
SR-104, at the easterly end of the Hood Canal Bridge. The inventory includes Sections 010
through 050. As a State highway, all sections are eligible for federal funds.
In April 2005, a SR-3 Route Development Plan was published. The long-term improvements
recommended for SR-3 include: reconfigure the intersection of SR-3 and SR-104, construct
a holding lane for traffic stopped at bridge openings, construct southbound climbing lane
between Big Valley Road and Pioneer Way, reconfigure Kitsap Memorial Park access to the
Kinman Road/Big Valley intersection with SR-3, install traffic lights at Pioneer Hill Road,
Pioneer Way, and Big Valley Road (two of three were installed in 2008), and construct a
four-lane facility.
State Route 104: MP 8.87 to MP 24.86
Route N o. 9104
SR-104 is included in the NTTFI from the intersection of Beaver Valley Road (SR-19) in
Jefferson County to the Kingston Ferry Terminal in Kitsap County. The route is further
divided into Sections 010 through 060. This route is 14.7 miles long (excluding bridges). The
route is classified by the State as U1 - Urban Principal Arterial. As a State highway, all
sections are eligible for federal funds.
The County and WSDOT have identified circulation improvements in the Kingston area,
including SR-104. SR-104 is currently configured as a two-lane, one-way ingress and twolane, one-way egress from the Kingston Ferry Terminal and the downtown Kingston area.
In 2011, a Feasibility Study for Realignment looked at five alternatives plus a non-motorized
plan element. Most of the options include realigning ferry traffic to alternate routes and
freeing Main Street for local, transit, bicycle, and pedestrian traffic. Currently a holding lane
Long Range Transportation Plan
September 2026 Update
September 2026
Page 43
KH 090225140
is used to manage ferry traffic and a realignment project for SR-104 is in the
preconstruction phase.
State Route 305: MP 7.05 to MP 13.52
Route N o. 9305
SR-305 is included in the TTP from the western margin of the Agate Pass Bridge to the
intersection of SR-3. The route is entirely located within Kitsap County, including a portion
located within the city limits of Poulsbo. Sections 010 through 050 make up this portion of
the route. This route is 4.9 miles long. The route is classified by the State as U1 - Urban
Principal Arterial. As a State highway, all sections are eligible for federal funds.
In 2012, WSDOT analyzed six design alternatives for the intersection of SR-305 and
Suquamish Way. Alternatives varied from No Build to Lane Widening to a Roundabout. The
Roundabout has been selected as the preferred alternative in part because it is the most
successful design solution for alleviating traffic congestion and providing safe access for
motorized and non-motorized travelers. As of 2026, plans for construction of the
roundabout have been put on hold.
State Route 307: MP 0.00 to MP 5.25
Route N o. 9305
SR-307 is included in the TTP from the intersection of SR-305 to the intersection of SR-104,
Sections 010 through 030 (MP 0.00 to MP 5.25). This route is 5.3 miles long. As a State
highway, all sections are eligible for federal funds. The route is classified by the State as U1
- Urban Principal Arterial.
2.2.2
County Routes
Kitsap County Routes
Portions of 50 County roads have been incorporated into the TTP system (as agreed by
Letter of Understanding from the County, dated June 30, 2009) and accepted by the BIA.
Relevant portions of the County Road Log and County Six-Year TIP are included in
Appendix D.
Seabeck Highway NW
Route N o. 1170
Seabeck Highway NW is a County road that runs in a southeast to northwest direction. It is
classified by the County as Rural Minor Arterial changing to a Rural Major Collector. This
route connects the Silverdale area to Seabeck, which contains several access points to the
marine water of Hood Canal. It is a two-lane roadway in good condition. This route is
divided into Sections 10 through 90.
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Newberry Hill Road
Route N o. 1342
Newberry Hill Road is a County road that runs in a southeast to northwest direction. It is
classified by the County as Urban Minor Arterial. This route runs east from Seabeck
Highway NW (Route 1170) and terminates at Silverdale Way (Route 1951) near Dyes Inlet. It
is a three-lane roadway (including a center turn lane) in good condition. This route is
divided into Sections 10 through 60.
NW Anderson Hill Road
Route N o. 1354
NW Anderson Hill Road is a County road that runs in an easterly direction from Seabeck
Highway (Route 1170). It is classified by the County as Rural Major Collector and becomes
an Urban Minor Arterial as it approaches Silverdale. This route also terminates at Silverdale
Way (Route 1951). It is a two-lane roadway in good condition. This route is divided into
Sections 10 through 70.
Silverdale Way NW
Route N o. 1951
Silverdale Way NW is a County road that runs in a southeast to northwest direction. It is
classified by the County as Urban Principal Arterial. This route runs through the Silverdale
area which contains numerous shopping malls, a hospital, and recreational opportunities. It
begins at the eastern terminus of Newberry Hill Road and extends northeasterly until its
terminus at the intersection with State Highway 308. This route is divided into Sections 10
through 110. It is a five-lane roadway (including a center turn lane) in good condition. The
road continues northerly from the terminus of Silverdale Way but is named Viking Way NW
(Route 7420). This route is divided into Sections 10 through 110.
Tracyton Boulevard NW
Route N o. 5527
Tracyton Boulevard NW is a County road that runs in a northerly direction. It is classified by
the County as Urban Minor Arterial. This route runs along the eastern shore of Dyes Inlet. It
begins at the intersection with NE Riddell Road and extends northerly until its terminus at
the intersection with NW Bucklin Hill Road (Route 5774). It is a two-lane roadway in good
condition. This route is divided into Sections 10 through 60.
Brownsville Highway NE
Route N o. 5729
Brownsville Highway NE is a County road that runs in a meandering fashion near the
western shore of Port Orchard Bay. It is classified by the County as Urban Minor Arterial.
This route begins at the intersection with SR-303 (Waaga Way) and extends northerly until
its terminus at the intersection with SR-308 (NW Luoto Road). The terminus of the route is
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located at the southern margin of Dogfish Bay. It is a two-lane roadway in good condition.
This route is divided into Sections 10 through 80.
NW Myrhe Road
Route N o. 5772
NW Myhre Road is a County road that runs in a northerly and then westerly direction. It is
classified by the County as Urban Minor Arterial. This route begins at the intersection with
NW Bucklin Hill Road (Route 5774) and extends northerly until its terminus west of its
intersection with Silverdale Way NW (Route 1951). The start of the route is coincident with
the northerly terminus of Tracyton Boulevard NW (Route 5527). It is a three-lane roadway
(including center turn lane) in good condition. This route is divided into Sections 10 through
40.
NW Buckli n Hill Road
Route N o. 5774
NW Bucklin Hill Road is a County road that runs in an easterly direction. It is classified by
the County as Urban Principal Arterial changing to Urban Minor Arterial. This route begins
at the intersection with NW Anderson Hill Road (Route 1354) and extends east to intersect
with Central Valley Road (Route 5905). It is initially a two-lane roadway and becomes a fourlane roadway with the change in classification. It is generally in good condition. This route is
divided into Sections 10 through 60.
Central Valley Road NW
Route N o. 5905
Central Valley Road NW is a County road that runs northerly. It is classified by the County as
Urban Minor Arterial. This route begins at the intersection with NW Nichols Avenue and
extends northerly until its terminus at the intersection with SR-308 (NW Luoto Road). It is a
two-lane roadway in good condition. This route is divided into Sections 10 through 90.
NW Scandia Road
Route N o. 5970
NW Scandia Road is a County road that runs easterly for the first section, then veers
southerly for the second section. It is classified by the County as Urban Local Access. This
route begins at the intersection with Viking Way NW and extends until its terminus at the
intersection with SR-308 (NW Luoto Road). It is a two-lane roadway in good condition. This
route is divided into Sections 10 through 20.
Miller Bay Road NE
Route N o. 7037
Miller Bay Road NE is a County road that runs in a north-south direction. It is classified
Rural Major Collector. This route begins at the intersection with Augusta Avenue NE and
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extends northerly until its terminus at the intersection with SR-104 (Route 9104). It is a twolane roadway in good condition. This route is divided into Sections 10 through 80.
Hansville Road NE
Route N o. 7040
Hansville Road NE is a County roadway which runs in a north-south direction. It is classified
as a Rural Major Collector by the County. It is a two-lane roadway in good condition, with
wide paved shoulders. The posted speed limit is 45 miles per hour (mph), slowing to 35
mph near SR-104, where a left-turn-lane is provided. Hansville Road provides access from
SR-104 to the Reservation. Hansville Road continues north and provides access to the
community of Hansville, recreation, and fishing opportunities. This route is divided into
Sections 10 through 90.
Stottlemeyer Road NE
Route N o. 7165
Stottlemeyer Road NE is a County road which runs in a northly direction. The road
intersects with NE Lincoln Road and extends north to its terminus at the intersection with
NE Gunderson Road. The route is classified by the County as Rural Major Collector. The
road is a two-lane road. This route is divided into Sections 10 through 20. The road is
considered to be in good condition.
Big Valley Road NE
Route N o. 7250
Big Valley Road NE is a County road that runs northerly in a meandering fashion. It is
classified by the County as Rural Minor Collector. This route begins at the intersection with
SR-307 (Route 9307) and extends northerly until its terminus at the intersection with SR-3
(Route 9003). It is a two-lane roadway in good condition. This route is divided into Sections
10 through 20.
NE Delaney Road
Route N o. 7319
NE Delaney Road is a County road that runs easterly from the southwestern corner of the
Reservation. It is classified by the County as Rural Local Access. This route begins at the
intersection with Hansville Road NE and extends until it dead ends. It is a two-lane roadway
in good condition. This route is defined by one section - Section 10.
Viking Way NW
Route N o. 7420
Viking Way NW is a County road that runs in a northerly direction. It begins as an extension
of Silverdale Way NW (Route 1951). It is classified by the County as Urban Minor Arterial.
This route extends northerly, and enters the city of Poulsbo, where County ownership
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terminates. It is a two-lane roadway in good condition. This route is divided into Sections 10
through 30.
Little Valley Road NE
Route N o. 7441
Little Valley Road NE is a County road that runs in a northerly direction. The road begins at
the northern limits of the city of Poulsbo, near the intersection with Forest Rock Hills Lane.
The road terminates at the intersection with SR-307 (Bond Road NE, Route 9307). Big Valley
Road NE (Route 7250) continues to the north. This route is a two-lane roadway in fair
condition. This route is defined by Section 10.
Gunderson Road NE
Route N o. 7466
Gunderson Road NE is a County road which runs in an easterly direction. The road
intersects with SR-307 (Bond Road NE, Route 9307) to the west and extends east to its
terminus at the intersection with Miller Bay Road NE. The route is classified by the County
as Rural Major Collector. The road is a two-lane road. This route is divided into Sections 10
through 30. The road is considered to be in good condition.
Port Gamble Road NE
Route N o. 7479
Port Gamble Road NE is a County road which runs in a northerly direction. The road
intersects with Essex Avenue NE to the south and extends to its terminus at the
intersection with State Highway 104. The route is classified by the County as Rural Local
Access. The road is a two-lane road in good condition. This route is divided into Sections 10
through 30.
Highland Road NE
Route N o. 7521
Highland Road NE is a County road that runs in a northerly direction. The road begins at
the intersection with NE Crawford Drive. The road terminates at the intersection with SR104 (Route 9104). This route provides access to Wolfle Elementary School and is a two-lane
roadway in good condition. This route is defined by Section 10.
NE Lincol n Road
Route N o. 7715
NE Lincoln Road is a County road that runs in an easterly direction. It is classified by the
County as Rural Major Collector. This route begins at the northeastern boundary of the city
of Poulsbo and extends east to terminate at Central Valley Road (Route 5905). It is a twolane roadway generally in good condition. This route is divided into Sections 10 through 40.
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NW Pioneer Hill Road
Route N o. 7726
NW Pioneer Hill Road is a County road that runs in an easterly direction. It is classified by
the County as Rural Local Access. This route begins at the intersection with Pioneer Way
NW (Route 7822) and extends east to intersect with SR-3 (Route 9003). It is a two-lane
roadway. It is generally in good condition. This route is divided into Sections 10 through 30.
Waghorn Road NW
Route N o. 7765
Port Gamble Road NE is a County road which runs in a northerly direction. The road
intersects with NW Pioneer Hill Road to the south and extends to its terminus at the
intersection with Pioneer Way NW. The route is classified by the County as Rural Local
Access. The road is a two-lane road in good condition. This route is divided into Sections 10
and 20.
Pioneer Way NW
Route N o. 7822
Pioneer Way NW is a County road that runs in an easterly direction. It is classified by the
County as Rural Major Collector and Urban Minor Arterial. This route begins at the
intersection with SR-3 (Route 9003) and extends west and south to intersect with Aldo
Road. It is a two-lane roadway. It is generally in good condition. This route is divided into
Sections 10 through 40.
NW Wesley Way
Route N o. 7852
NW Wesley Way is a County road that runs in a northwesterly direction. It is classified by
the County as Urban Local Access. The road begins at the intersection with Lofall Road NW.
The road terminates at Hood Canal shoreline access. This route is a two-lane roadway in
good condition. This route is defined by Section 10.
NW Park Street
Route N o. 7855
NW Park Street is a County road that runs in an easterly direction. It is classified by the
County as Urban Local Access. The road begins at the intersection with NW Ferry Street
(Route 7858). The road terminates at NE Park Street, which provides access to a State park
and the shoreline. This route is a two-lane roadway in good condition. This route is defined
by Section 10.
NW Ferry Street
Route N o. 7858
NW Ferry Street is a County road that runs in a northeasterly direction. It is classified by the
County as Urban Local Access. The road begins at the intersection with NW Wesley Way
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(Route 7852). The road terminates at NW Park Street (Route 7858). This route is a two-lane
roadway in good condition. This route is defined by Section 10.
Falkner Road NE
Route N o. 7889
Falkner Road NE is a County road that runs in an easterly and then southerly direction. It is
classified by the County as Urban Local Access. This route begins and ends at intersections
with SR-3 (Route 9003). It is a two-lane roadway. It is generally in good condition. This route
is defined by Section 10.
Beach Drive NE
Route N o. 7903
Beach Drive NE is a County road that runs in a northeasterly direction. It is classified by the
County as Urban Local Access. This route begins and ends at dead ends but is accessed by
several residential roads. It is a two-lane roadway considered to be in good condition. This
route is defined by Section 10.
Whitford Road NE
Route N o. 7963
Whitford Road NE is a County road that runs in a northerly direction. It is classified by the
County as Rural Local Access. The road begins at the intersection with Wheeler Street NE
(Route 7966). The road terminates at the shore of Hood Canal and provides access to
fishing and other marine activities. This route is a two-lane roadway in good condition. This
route is defined by Section 10.
Wheeler Street NE
Route N o. 7966
Wheeler Street NE is a County road that runs in a northerly then westerly direction. It is
classified by the County as Rural Local Access. The road begins at the intersection with SR104 (Route 9104). The road terminates at a dead end. This route is a two-lane roadway in
good condition. This route is defined by Section 10.
NE Jefferson Poi nt Road
Route N o. 8163
NE Jefferson Point Road is a County road that runs in an easterly and then southerly
direction. It is classified by the County as Rural Local Access. This route begins at the
intersection with South Kingston Road NE, extends east to a 90-degree bend, then
continues south and east to terminate at the intersection with NE Klabo Road. It is a twolane roadway generally in good condition. This route is divided into Sections 10 through 30.
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NE Barber Cut Off Road
Route N o. 8369
NE Barber Cut Off Road is a County road that runs in a southerly and then an easterly
direction. It is classified by the County as Rural Local Access. NE Barber Cut Off Road
provides access to an elementary school. This route begins at the intersection with SR-104
(Route 9104), meanders south and east to terminate at the intersection with NE West
Kingston Road. It is a two-lane roadway generally in good condition. This route is divided
into a single section - Section 10.
2nd Street NE
Route N o. 8442
2nd Street NE is a County road that runs in a northeasterly direction. The road begins at the
intersection with Washington Boulevard NE. The road terminates at the intersection with
SR-104 (Route 9104). This road provides access into the community of Kingston. It is
classified by the County as Rural Local Access. This route is a two-lane roadway in fair
condition. This route is defined by Section 10.
NE 288th Street
Route N o. 8580
NE 288th Street is a County road that runs in an easterly direction. The road begins at the
intersection with Hansville Road NE (Route 7040) and terminates at the intersection with
Gamble Bay Road NE. This route is a two-lane roadway in good condition. It is classified by
the County as Rural Local Access. This route is defined by Section 10.
Gamble Bay Road NE
Route N o. 8583
Gamble Bay Road NE is a County road that runs in a southwesterly direction. The road
begins at the intersection with NE 288th Street (Route 8580) and terminates at the
intersection with SR-104 (Route 9104). This route is a two-lane roadway in good condition.
It is classified by the County as Rural Local Access. This route is defined by Section 10.
Gamble Place NE
Route N o. 8601
Gamble Place NE is located in the southeast portion of the Reservation. The road intersects
with Little Boston Road NE (Route 8625) on the north and extends south to a dead end.
Gamble Place NE is a County road classified as Rural Local Access. The route is a two-lane
roadway in good condition. This route is divided into a single section - Section 10.
NE Ecol ogy Road
Route N o. 8616
NE Ecology Road is a County road that runs easterly from its intersection with Hansville
Road NE (Route 7040). This route was formerly named NE Solid Waste Site Road. It is
classified by the County as Rural Local Access. This route dead ends at a closed dump and
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is currently used as a transfer station. It is a two-lane roadway in good condition. This route
is defined by one section - Section 10.
Little Boston Road NE
Route N o. 8625
Little Boston Road NE is located west of Hansville Road NE (Route 7040) and is classified as
a Rural Local Access and Rural Minor Collector by the County. It provides access into and
through the Reservation and functions as a collector for all local roads within the
Reservation. It is a two-lane roadway with paved shoulders and starts and ends at
intersections with Hansville Road. It is defined by Sections 810 through 820.
NE Eglon Road
Route N o. 8630
NE Eglon Road is a County road that runs in an easterly direction. It is classified by the
County as Rural Local Access. This route begins at the intersection with Hansville Road NE
(Route 7040) and continues east to its second section, where the road makes a 90-degree
bend to the south. The road terminates at an intersection with Hoffman Road NE It is a
two-lane roadway generally in good condition. This route is divided into Sections 10
through 30.
Hoffman Road NE
Route N o. 8663
Hoffman Road NE is a County road that runs in a southerly and then easterly direction. The
road begins at the intersection with NE Eglon Road (Route 8630) and continues to its
terminus at the intersection with Sunrise Beach Drive NE. It is classified by the County as
Rural Local Access. This route is a two-lane roadway in good condition. This route is defined
by Section 10.
NE West Kingston Road
Route N o. 8667
NE West Kingston Road is a County road that runs in an easterly direction. It is classified by
the County as Rural Major Collector. This route begins at the intersection with Miller Bay
Road NE (Route 7037) and extends east to provide access to several schools. It is a two-lane
roadway. The route terminates in the community of Kingston at the intersection with SR104 (Route 9104). It is generally in good condition. This route is divided into Sections 10
through 40.
NE South Kingston Road
Route N o. 8668
NE South Kingston Road is a County road that runs in a southeasterly direction. It is
classified by the County as Rural Minor Collector. This route begins at the intersection with
NE West Kingston Road (Route 8667) and extends southeast and then southwest to the
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community of Indianola. It is a two-lane roadway, generally in good condition. This route is
divided into Sections 10 through 20.
Ludlow D rive NE
Route N o. 8687
Ludlow Drive NE is a County road that runs in a southerly direction. The road begins at the
intersection with Sunrise Beach Drive NE continues to its terminus at a dead end, which
provides access to the shoreline at Puget Sound. It is classified by the County as Rural Local
Access. This route is a narrow two-lane roadway in fair condition. This route is defined by
Section 10.
Hood Canal Drive NE
Route N o. 8696
Hood Canal Drive NE is a County road that runs in a northerly direction. It is classified by
the County as Rural Minor Collector. This route is a two-lane roadway in good condition.
This route is defined by Section 10 through Section 30. The road terminates at an
intersection with NE Twin Spits Road (Route 8750).
Hood Canal Drive is a County road that intersects the PGST-owned Hood Canal Drive. In
2006, PGST closed vehicle access to the portion of Hood Canal Drive outside the
Reservation boundary. Pedestrian access is still available across the Reservation boundary.
Cliffside Drive NE
Route N o. 8716
Cliffside Drive is a County road that runs in an easterly direction. The route begins at its
intersection with Hood Canal Drive NE (Route 8696). Cliffside Drive intersects Little Boston
Road NE (Route 8625) on its eastern margin. It is classified by the County as Rural Minor
Collector. This route is a two-lane roadway in good condition. This route is defined by
Section 810.
NE Twin Spits Road
Route N o. 8750
NE Twin Spits Road is a County road which runs in a westerly direction. The road intersects
with Hansville Road NE (Route 7040) and extends to its terminus at the intersection with
the shoreline of Hood Canal. The route is classified by the County as Rural Minor Collector.
The road is a two-lane road in good condition. This route is divided into Sections 10 and 20.
NE Buck Lake Road
Route N o. 8940
NE Buck Lake Road is a County road which runs in an easterly direction. The road intersects
with Hansville Road NE (Route 7040) and extends west, makes a 90-degree turn to the
south, and terminates at Buck Lake County Park. The route is classified by the County as
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Rural Local Access. The road is a two-lane road in good condition. This route is divided into
Sections 10 and 20.
NE Point No Point Road
Route N o. 8950
NE Point No Point Road is a County road that runs in an easterly direction. It is classified by
the County as Rural Local Access. This route begins at the intersection with Hansville Road
NE (Route 7040) and continues east to terminate at Point No Point Park. It is a two-lane
roadway generally in fair condition. This route is divided into Sections 10 through 20.
Foulweather Bluff Road NE
Route N o. 8992
Foulweather Bluff Road NE is a County road that runs in a northerly direction. The road
begins at the intersection with NE Twin Spits Road (Route 8750) and continues to its
terminus at a dead end. It is classified by the County as Rural Local Access. This route is a
two-lane roadway in good condition. This route is defined by Section 10.
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Figure 2-1: Kitsap County Transportation Network
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2.2.3
BIA Routes
Figure 2-2: Port Gamble S’Klallam Tribe Transportation Network
2.2.4
Tribal Roads
Forest Service Roads
Route N o. 2001 -2011
Series “2000” roads on the Reservation are either forest roads, or other service and
emergency access roads. In general, these roads are gravel or dirt and in poor to fair
condition. These roads are owned by PGST.
For details of each of the local service roads on the reservation, see the TTP Inventory in
Appendix A.
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2.2.5
Commercial/Business Park Roads
Salish Lane
Route N o. 0019
This road is located in the mid-eastern portion of the Reservation. Salish Lane provides
access to the Casino. The road intersects with Hansville Road (located within County rightof-way). Tribal members use Salish Lane for access to commercial enterprises and
recreation.
Gliding Eagle
Route N o. 0012
PGST has developed a gas station and convenience store. This road is located in the
southeastern portion of the Reservation, is composed of two sections, and each section is
0.1 miles long. The southern terminus intersects Little Boston Road NE. The eastern
terminus intersects Hansville Road. The road continues to the north and terminates at the
southern margin of Ravenwood Street. Tribal members use Gliding Eagle for access to
services.
2.2.6
Bridges and Docks
There are numerous bridges located within the state routes listed above, as well as the
Kingston Ferry Terminal. The scope of this plan does not include a detailed discussion of
these bridges, which are maintained by WSDOT.
There is one bridge within the Reservation boundaries located adjacent to Route 0002,
Point Julia Road. The bridge provides access for both recreational activities and commercial
enterprises. The bridge is owned and maintained by PGST.
The current trails plan calls for extending the bicycle/walking trail that starts at the
Wellness Center access road and terminates at Middle Creek. A new bridge will have to be
constructed to span Middle Creek to complete the trail. This new section has been named
“Little Boston Pedestrian Facility.”
2.2.7
Marine Access
Point Julia serves the fishing community and recreation boats. There are two boat ramps
on Point Julia: The North Boat Ramp and the South Boat Ramp. The North Boat Ramp was
replaced in 2017 and the South Boat Ramp was replaced in 2022.
In addition, Tribal members access marine activities from many County Roads. Tribal
members require access to the shoreline to reach their usual and accustomed (U&A)
fishing and shellfish harvest areas.
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2.2.8
Non-motorized Facilities
In the last five years, several pedestrian facilities have been constructed on the
Reservation. However, there is still a need to provide additional pedestrian facilities to
provide safe access throughout the community.
Pedestrian safety is of utmost priority to PGST, and this is reflected in the Priority List.
Series “3000” routes on the Reservation are pedestrian and mixed-use facilities. Proposed
routes are included in the TTP to qualify for funding through the BIA. Funding has been
received in the past from the WSDOT Pedestrian & Bicycle Safety Program to construct a
portion of the mixed-use route along Little Boston Road.
2.2.9
Public Transit
Kitsap Transit
The public transit provider in Kitsap County is Kitsap Transit. Currently, Kitsap Transit does
not provide direct service to the Reservation. However, Kitsap Transit Routes 307 and 391
provide daily service to the Kingston area along Miller Bay Road and SR-104 (See Figure 2-3
and Figure 2-4). A park & ride is located at "George's Corner" at the intersection of SR-104
and Hansville Road and is served by Bus Route #391 and #307.
Figure 2-3: Kitsap Transit Route #307
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Figure 2-4: Kitsap Transit Route #391
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Route #391 Kingston/Bainbridge operates weekdays between the Kingston ferry
terminal and the Bainbridge ferry, and Route #307 Kingston/North Viking Ferry provides
service between Poulsbo and Kingston. Kitsap Transit also makes connections with
Jefferson County Transit in Poulsbo for service to Port Townsend and Port Ludlow. All bus
schedules are coordinated with morning and evening commuter ferries.
Kitsap Transit provides vanpools for peak hour commuters and offers the "Worker/Driver
Program". This service is designed to transport employees to and from various worksites,
with the route ending at the driver's place of employment. Worker/Driver Port Gamble
Route originates at “George’s Corner” park and ride and transports employees to
Charleston Base.
As reported in the 2022-2027 Transit Development Plan, Kitsap Transit provided countywide mobility service through the use of fixed route service, ACCESS buses, VanLink social
service agency vanpools, worker/driver service, general public dial-a-ride service, ondemand and foot ferry service where applicable.
Public Transportation (Transit) on Indian Reservations
In 2012, PGST prepared a Transit Study Plan with funds from a Transit Planning Grant from
the Federal Transit Administration (FTA). The purpose of this study was to analyze and
recommend a comprehensive system of transit alternatives that best meet the needs of
the Tribal community over the next five years. This study identified the transit alternatives
available to PGST, described the preferred alternative, and presented a plan for
implementation of that preferred alternative.
The goals of the federal Tribal Transit Program are: 1) to enhance the access of public
transportation on and around Indian reservations in nonurbanized areas to health care,
shopping, education, employment, public services, and recreation; 2) to assist in the
maintenance, development, improvement, and use of public transportation systems in
rural and small urban areas; 3) to encourage and facilitate the most efficient use of all
federal funds used to provide passenger transportation in nonurbanized areas through the
coordination of programs and services; and 4) to provide for the participation of private
transportation providers in nonurbanized transportation to the maximum extent feasible.
As with many tribes, PGST is looking at the efficacy of coordinating transit service to
support its community. The Reservation is currently within the Kingston on-demand service
area and the on-demand fast ferry commuter service area. Tribal and community members
would benefit from links to surrounding areas for business, employment, medical, and
educational trips. The plan determined that a two-phase program would best meet the
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needs of PGST. Phase I includes coordination and utilization of existing services, both those
available through Kitsap Transit and the various departments within the PGST. Phase II
recommends an extension of Kitsap Transit service, to be negotiated with the agency
directly. Phase II is subject to transit demand, funding availability, and negotiations with
Kitsap Transit.
2.2.10 Shuttles, Vans, and Shared Rides
PGST operates a van for elderly pickup. This is an example of a Tribally owned and
operated transportation option. The Youth Services program is also seeking funding for a
van to serve the youth population.
2.3
Collision History
Collision data for the PGST was requested from WSDOT, which maintains a database of
collisions occurring in all of the State. Collision data was requested from WSDOT for the
PGST Reservation as well as major roadways leading to the Reservation for the years 2021
through 2025. The data represents all reported, vehicle-involved collisions. A total of 192
crashes were reported from 2021 to 2025, which included one fatal crash, eight major
injury crashes, and 183 other injury type collisions. It should be noted that historically,
reservation collisions across the nation are significantly under reported.
2.3.1
Collision Locations
A total of 192 crashes were reported from 2021 to 2025. Figure 2-5 shows the location of
crashes within the study area over the five-year period as a heat map. The heat map
indicates Hansville Road has a high concentration of crashes, particularly at the
intersections of SR-104, 288th Street, Little Boston Road NE, and Eglon Road. The
intersection of SR-104 and 288th Street also has a high concentration of crashes based on
the heat map. All these locations are discussed in further detail in the report.
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Figure 2-5: Collision Heat Map
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2.3.2
Collision Severity
The collisions within the PGST Reservation as well as major roadways leading to the
Reservation were analyzed based on crash severity. Table 2-3 summarizes the number of
collisions per year by severity. Figure 2-6 shows the location of collisions by severity.
Table 2-2: Collision Severity
Severity
2021
2022
2023
2024
2025
Total
(K) Fatal Injury
0
0
0
0
(A) Suspected Major Injury
1
4
5
17
27
1
7
8
26
42
2
9
4
23
38
10
6
26
42
1
4
8
5
25
43
1
8
38
28
117
192
(B) Suspected Minor Injury
(C) Possible Injury
(O) PDO / No Injury
Total
The collision data shows there was one fatal injury collision (0.5% of collisions), eight
suspected major injury collisions (4% of collisions), 38 suspected minor injury collisions
(20% of collisions), 28 possible injury collisions (14% of collisions), and 117 no apparent
injury/property damage only collisions (61% of collisions).
Table 2-3 summarizes the number of crashes based on severity at the intersections with
the most reported crashes.
Table 2-3: Key Intersection Collision Severity
Major
Minor
Possible
PDO / No
Injury
Injury
Injury
Injury
0
0
1
0
4
5
0
0
0
0
2
2
0
0
2
2
3
7
0
0
5
9
21
35
0
1
0
1
5
7
Fatal
Hansville Road NE at
Eglon Road
Hansville Road NE at
Little Boston Road NE
Hansville Road NE at
288th St
Hansville Road NE at
SR-104
SR-104 at
288th St
Total
The intersection of Hansville Road NE at SR-104 had 35 crashes reported at the intersection
over a five-year period. However, the table shows zero crashes were fatal or major injury.
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The calculated crash rate in Million Entering Vehicles (MEV) for the intersection is included
in Table 2-4.
Table 2-4: Key Intersection Collision Rates
Total
Years
5
28391
5
0.97
2
129582
5
0.08
7
120271
5
0.32
35
212602
5
0.90
7
84691,3
5
0.50
Collisions
Hansville Road NE at
Eglon Road
Hansville Road NE at
Little Boston Road NE
Hansville Road NE at
288th St
Hansville Road NE at
SR-104
SR-104 at
288th St
Collision
Volume
Rate (MEV)
1
Calculated using average daily trips (ADTs) provided in Section 2.4.3
Calculated by multiplying peak hour turning movement counts by K factor
3
Calculated using WSDOT provided ADT
2
The Collision rate, which adjusts for total entering traffic volumes, shows a MEV of 0.90 for
the intersection of Hansville Road NE at SR-104. Typically, a rate of less than 1.0 and a
frequency less than 10 collisions a year at a signalized intersection would indicate that
additional analysis is not required. However, this intersection is very close to both those
general guidelines. Additionally, the capacity review indicated the SR-104 at Hansville
intersection expected to fail standard level of service thresholds within about 10 years. This
intersection should be placed on the 6-year TIP for an updated intersection control
evaluation (ICE) for safety and capacity.
The intersection of Hansville Road NE at Eglan Road has the highest collision rate of the
study intersections but is still below the 1.0 significance rate. Additionally, the intersection
of Hansville Road NE at Eglan Road has a collision frequency of 1.0 collisions per year,
which is well below the 5 per year frequency normally used as a concern measure for
unsignalized intersections. This should undergo periodic collision history monitoring and
be evaluated further in the next strategic safety plan update.
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Figure 2-6: Collision Severity Map
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2.3.3
Collision Type
The number of collisions by type are summarized in Figure 2-7. The data shows the top
collision types are fixed object (28% of collisions), rear end (26% of collisions), roadway
departure (12% of collisions), angle (12% of collisions), and left-turn (8% of collisions).
Figure 2-8 illustrates the top collision types by location. A majority of the rear end and leftturn collision types occur along Hansville Road. The high number of fixed object and
highway departure should be further evaluated in the next strategic safety plan or a road
safety audit for the entire length of Hansville north of SR-104 and Little Boston Road to
identify specific location improvements that would reduce fixed object and roadway
departure collisions.
Figure 2-7: Collision Type
Active transportation road users include people walking and those riding bicycles. Of the
192 reported collisions, three collisions were active transportation related. One collision
involved a major injury with a pedestrian, one collision involved a major injury with a pedal
cyclist, and one collision involved a minor injury crash with a pedal cyclist. Figure 2-9
illustrates the active transportation related crashes by location and severity. The three
active transportation crashes occurred on Hansville Road between Little Boston Road NE
and 288th Street.
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Figure 2-8: Top Collision Types
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Figure 2-9: Active Transportation Collisions
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2.3.4
Fatal and Major Injury Collisions
Of the 192 reported crashes within the PGST Reservation, as well as major roadways
leading to the Reservation, one collision involved a fatal injury, and eight collisions involved
a major injury. Table 2-7 summarizes the reported fatal and major injury collisions. Figure
2-10 shows the fatal and major injury collisions by location. There are no specific clusters of
fatality or major collisions, thus no specific trends.
Table 2-5: Fatal and Major Injury Summary
Date
8/6/2025
1/1/2021
7/12/2022
3/24/2023
10/19/2023
1/2/2025
5/19/2025
7/16/2025
10/3/2025
Location
Severity
Hansville Road north of
(K) Fatal
288th Street
Injury
Hansville Road NE at
(A) Major
Evening Star Lane
Injury
SR-104 at 288th Street
Collision
Type
Secondary
Contributing
Contributing
Factor
Factor
Other
Pedal cyclist
Contributing
-
Circ Not Listed
Under
Pedestrian
Influence of
-
Alcohol
(A) Major
Left turn
Injury
Hansville Road NE at
(A) Major
QC Opposite
Sunnywoods Lane
Injury
Direction
Hansville Road NE north
(A) Major
of Ohman Road
Injury
Hansville Road NE north
(A) Major
of Hunt Club Lane
Injury
Hansville Road NE north
(A) Major
Roadway
of Ohman Road
Injury
Departure
Hansville Road NE north
(A) Major
Parked
of Eglon Road
Injury
Vehicle
Hood Canal Place at
(A) Major
Hood Canal Drive
Injury
Fixed Object
Improper
Turn/Merge
-
Other
Under
Contributing
Influence of
Circ Not Listed
Drugs
Apparently Ill
-
Other
Head on
Contributing
-
Circ Not Listed
Fixed Object
Long Range Transportation Plan
September 2026 Update
Primary
Other
Contributing
-
Circ Not Listed
Other
Contributing
Apparently Ill
Circ Not Listed
Under
Exceeding
Influence of
Stated Speed
Alcohol
Limit
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Figure 2-10: Fatal and Major Injury Collisions Map
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2.3.5
Collision Trends
The reported collision contributing factors are summarized in Figure 2-11. The top
contributing factors for collisions within the PGST Reservation, as well as major roadways
leading to the Reservation, are distraction (19% of collisions), alcohol impairment (13% of
collisions), exceeding speeds (9% of collisions), vehicle failing to yield right-of-way (7% of
collisions), drowsiness (6% of collisions), and vehicles following too closely (6% of collisions).
The top contributing factors indicate high-risk behavior by drivers contributing to collisions.
When the Tribe updates their Strategic Safety Plan, additional public input will be evaluated
with the collision data to determine appropriate enforcement engineering,
education/encouragement and emergency services options to improve the traveling
public’s safety on the Reservation and its approach roads.
Figure 2-11: Collision Contributing Factors
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2.4
Existing Traffic Operations
2.4.1
Analysis Parameters
Congestion at intersections and along roadways is generally measured in terms of level of
service (LOS). Level of Service is a qualitative term describing operating conditions a driver
will experience while traveling on a particular road or highway during a specific time
interval. In accordance with the Transportation Research Board’s Highway Capacity Manual
(HCM), 7th Edition, road facilities and intersections are rated between LOS A and LOS F,
with LOS A being free flow and LOS F being forced flow or over-capacity conditions.
The County has established the following performance standards: 85% of the County Road
lane miles in the transportation network must be at or below maximum LOS/volume-to-capacity
standards. Conversely, 15% of the lane miles will be permitted to exceed LOS/volume-to-capacity
standards. A roadway will be considered deficient when the average for the link falls below
LOS D in urban areas and LOS C in rural areas.
For the purposes of this study, the County roads and intersections providing direct access
to the Reservation were reviewed to determine what improvements may be needed to
meet the stated goals of the LRTP.
2.4.2
Traffic Volumes
The traffic volumes used in the analysis were collected from multiple sources. These traffic
volumes were used for the base-year operations analysis, and as the basis for futureyear traffic volume projections.
Traffic count data is collected by WSDOT for state routes and is available online through
the WSDOT Traffic count data webpage.
Traffic count data for County roads were provided by the County for the following locations
and dates:
⚫
Hansville Road between North of Eglon Road and SR-104 (April 2026)
⚫
Hansville Road North of Buck Lake Road (November 2023)
⚫
Twin Spirits Road East of Hood Canal Drive (2019)
⚫
Gamble Bay Road North of Grove Lane (June 2025)
⚫
288th Street West of Hansville Road (April 2026)
⚫
Hansville Road Little Boston Analysis Report (2025)
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Existing turning movement counts at the following intersections were collected by the
independent count firm Traffic Data Gathering (TDG) in April 2026:
⚫
Little Boston Road NE at NE Boston Lane
⚫
Little Boston Road NE at Admin Center North Driveway
⚫
Little Boston Road NE at Admin Center South Driveway
⚫
Hansville Road NE at Casino South Driveway
⚫
SR-104 at Hansville Road NE
In addition, traffic counts collected in June 2025 for the Hansville Road Little Boston Road
Analysis Report (Transpo Group, 2025) were used in the analysis of this report, relevant
count data from the original report included in Appendix E.
The traffic data collected in 2019, 2023, and 2025 is still relevant in 2026. Growth on the
Reservation has not increased enough to have a measurable impact on older traffic data.
The existing 2026 PM peak hour volumes are shown in Figure 2-12.Traffic count data is
provided in Appendix E.
2.4.3
Roadway Operations
The current operation of the Reservation roadway network has been assessed using a link
capacity analysis. Each roadway in Kitsap County has an assigned maximum vehicle
carrying capacity for ADT. The capacity was assigned based on the revised Florida
Department of Transportation (DOT) System Planning Office Capacity Tables. These
capacities represent land use assessment that is either urban, rural, or rural transitioning
to urban. Roadway link LOS analysis is used to assess if facilities are meeting the LOS
standards.
Roadway travel volumes are compared to roadway capacity to develop the volume-tocapacity (V/C) ratio. The V/C ratios relate directly to measures of LOS as shown in Table 2-6.
Table 2-6: Roadway Level of Service Criteria
V/C Ratio Range
LOS
.60 and below
A
.60 to .69
B
.70 to .79
C
.80 to .89
D
.90 to .99
E
1.00 and above
F
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Figure 2-12: Existing Weekday 2026 PM Peak Hour Volumes
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Table 2-7 provides a summary of the current roadway LOS for Hansville Road, which is the
main access to the Reservation, and other approach roads to the Reservation. The reserve
capacity at LOS D for each segment is also included. This is an indication of how much
more traffic each roadway segment can accommodate and still maintain a LOS D
standard. The roadway segment calculations are included in Appendix F of this report.
Table 2-7: Current Roadway Level of Service
Roadway Segment
Hansville Road north
of Buck Lake Road
Hansville Road north
of Eglon Road
Hansville Road south
of Eglon Road
Casino south
entrance/Salish Lane,
west of Hansville Road
Hansville Road north
Previous
ADT Volume
(year)
2026 ADT
Volume1
Roadway
max
Capacity
V/C
Ratio5
LOS
Roadway
Capacity
at LOS D
Reserve
Capacity
1,635 (2023) 2
1,735
15,000
0.11
A
13,350
11,615
-
2,8392
15,000
0.19
A
13,350
10,511
6,240 (2025) 3
6,365
15,000
0.41
A
13,350
6,985
-
1,1004
10,000
0.11
A
8,900
7,800
-
8,6492
15,000
0.58
A
13,350
4,701
-
10,7642
15,000
0.72
C
13,350
2,586
-
11,4062
15,000
0.76
C
13,350
1,944
3,054 (2025)3
3,115
13,200
0.23
A
11,748
8,633
-
1,2632
10,000
0.10
A
8,900
7,637
1,616 (2019)
1,8562
10,000
0.12
A
8,900
7,044
1,446 (2025)
1,4752
10,000
0.11
A
8,900
7,425
of Little Boston Road
Hansville Road north
of 288th Street
Hansville Road north
of SR-104
Little Boston Road
west of Hansville Road
288th Street west of
Hansville Road
Twin Spits Road east
of Hood Canal Drive
Gamble Bay Road
north of Grove Lane
1
Roadway segments with ADT volume data from before 2026 were projected to 2026 volumes using a 2% annual
growth rate.
2
ADT volume provided by Kitsap County.
3
ADT volume referenced from the Hansville Road Little Boston Road Analysis Report (Transpo Group, 2025).
4
ADT volume estimated from the traffic counts collected by TDG in April 2026.
5
V/C ratio calculated with 2026 ADT volumes.
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2.4.4
Intersection Operations
The LOS calculations for intersections determine the amount of control delay (in seconds)
that drivers will experience while proceeding through an intersection. Control delay
includes all deceleration delay, stopped delay, and acceleration delay caused by the traffic
control device. The LOS is directly related to the amount of delay experienced.
The LOS at signalized, roundabout, and all-way stop-controlled intersections is based on
the average delay of all approaches. The LOS for two-way stop-controlled intersections is
based on average delays for the critical stopped approach. The LOS criteria for stopcontrolled intersections differ from signalized intersections due to signalized intersections
being designed to carry higher traffic volumes and experience greater delay. Geometric
characteristics and conflicting traffic movements are taken into consideration when
determining LOS values. Table 2-8 shows the level of service criteria for intersections.
Table 2-8: Level of Service Criteria for Stop-Sign Controlled Intersections
Intersection Control Delay
Level of
Service
Expected Delay
(Seconds per Vehicle)
Unsignalized
Signalized
Intersections
Intersections
Volume to
Capacity
(v/c)
A
Little/No Delay
<10
<10
0.0 to 0.5
B
Short Delays
>10 and <15
>10 and <20
0.5 to 0.7
C
Average Delays
>15 and <25
>20 and <35
0.7 to 0.8
D
Long Delays
>25 and <35
>35 and <55
0.8 to 0.9
E
Very Long Delays
>35 and <50
>55 and <80
0.9 to 1.0
F
Extreme Delays
>50
>80
> 1.0
The capacity analysis was completed utilizing the existing channelization and intersection
control. The peak hour factors and heavy vehicle factors from the existing traffic counts
were used in the LOS calculations for the PM peak hour period at the study intersections.
The capacity analysis worksheets are included in Appendix F of this report. The results of
the existing Level of Service Analysis are summarized in Table 2-9.
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Table 2-9: Existing Roadway PM Peak Hour LOS - 2026
2026 PM Peak Hour
Intersection
1
Control
Two-Way
1.
Little Boston Road NE at
Little Boston Lane
2.
Admin Center North Driveway at
Little Boston Road NE
3.
Little Boston Road NE at
Admin Center South Driveway
Stop-Control
4.
Hansville Road NE at
Casino South Driveway
Stop-Control
5.
Hansville Road NE at
Little Boston Road NE1
Stop-Control
6.
Hansville Road NE at
288th Street
Stop Control
7.
Hansville Road NE at
SR-104
Stop-Control
Two-Way
Stop-Control
Two-Way
Two-Way
Two-Way
Two-Way
Signal
Delay
LOS
(sec)
A
9.0
A
9.4
B
10.0
B
11.3
F
65.6
D
27.9
D
41.0
2026 LOS and Delay calculations for Hansville Road NE at Little Boston Road NE are based on volumes
grown from 2025 volumes referenced from the Hansville Road Little Boston Road Analysis Report (Transpo
Group, 2025).
Most intersections, except for Hansville Road at Little Boston Road, the intersection of
Hansville Road at 288th Street, and the intersection of Hansville Road at SR-104, currently
operate at LOS B or better with the existing traffic volumes. The intersection of Hansville
Road at Little Boston Road operates at LOS F and the intersections of Hansville Road at
288th Street and Hansville Road at SR-104 operate at LOS D. Note the typical acceptable
standard for this area is LOS D or better.
Hansville Road / S R-104
This is the major intersection providing access to the Reservation. The intersection
currently operates at LOS D with a delay of 41.0 seconds. Although the intersection is
operating at an acceptable level, future growth will cause increased delays. Of the analyzed
intersections, Hansville Road at SR-104 had the highest number of collisions with 35 being
reported between 2021 and 2025. None of the reported collisions involved fatalities or
major injury.
A southbound right-turn lanes was proposed for construction at the intersection of
Hansville Road at SR-104 in the 2024 Kitsap County Statewide TIP (STIP) but was removed
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from the 2025 Kitsap County STIP. Based on the projected traffic operations at the
intersection of Hansville Road at SR-104, additional capacity and/or lanes will be required
to maintain acceptable LOS and cannot be improved by signal optimization alone.
Geometric improvements at this intersection would require WSDOT approval.
Hansville Road / Little Boston Road
The intersection currently operates at LOS F with a delay of 65.6 seconds. The intersection
currently does not operate at an acceptable level; future growth will worsen delay times.
Hansville Road at Little Boston Road had two collisions reported between 2021 and 2025.
None of the reported collisions involved fatalities or major injury.
Due to capacity restraints, a roundabout is planned to be constructed at this intersection.
The Hansville Road Little Boston Road Analysis Report completed in 2025 by Transpo
Group analyzed design alternatives for the proposed roundabout.
Hansville Road / Casino Entra nce
Land Use plans indicate that this area will develop as a business park and commercial area.
The new wastewater facility will facilitate expansion of business activities in the business
park area. There are several existing access points to Hansville Road. North of the Gliding
Eagle Gas Station, the only access points to Hansville Road are the north and south
entrances to the Casino. The intersection of Hansville Road at the Casino South Driveway
currently operates at LOS B with a delay of 11.3 seconds. The intersection currently
operates at an acceptable level. None of the reported collisions near the Casino driveways
involved fatalities or major injury.
Hansville Road / 288 t h Street
The intersection of Hansville Road at 288th Street had seven reported collisions between
2021 and 2025. One of the reported collisions near the Casino driveways involved a major
injury. Due to Hansville Road being the major roadway into the Reservation, delay is
anticipated to increase in the future years with traffic growth. The Warrior Ridge master
planned north-south roadway would provide both capacity and emergency access relief
once constructed.
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3
FUTURE CONDITIONS
3.1
Future Land Use
PGST approved its first Comprehensive Land Use Plan in 2003. A more refined conceptual
master plan was prepared in 2008 adding more specificity and development options. The
plan was again refined in 2018 to provide development options for three large areas on the
Reservation, including the Business Park, Warrior Ridge, and Heronswood. It is important to
note that the goals, objectives, and standards reflected in the 2003 remain official policy
today. The plan provides policy guidance for Tribal land use, commercial development,
and assertion of Tribal protectable interest in resources of value, both on and off the
Reservation. The plan proposes phased development of land use review and regulatory
systems including land use designations, development standards, environmental
protections, building permit processes, and permit tracking. Goals include:
⚫
Provide a mix of affordable housing and lot sizes in clean and safe neighborhoods
⚫
Provide for future housing needs by developing housing in newly acquired lands
and north end of the Reservation
⚫
Provide a concentration of community facilities at the Tribal Government Center
⚫
Create a network of community trails, walking paths, and view shed areas along
Little Boston Road
⚫
Establish commercial/business/industrial zones along Hansville Road
⚫
Convert the Ravenwood Trailer Park into a commercial area
⚫
Create a business park at the frontage of Hansville Road north of the Little Boston
intersection
⚫
Create a retail anchor and high profile "gateway" to the Reservation
⚫
Acquire northeast acreage of DNR to expand Tribal Reservation land
In 2018, the Trial Council adopted a series of refinements to the original plan. Three distinct
areas (Business Park, Warrior Ridge, and Heronswood) were subject to a detailed planning
process. The result makes up the 2018 Master Plan. The build-out of this Master Plan will
require access roads, service roads, and internal circulation roads. The development plans
showing conceptual roads and development plans are included in Appendix G. The entire
plan set (including maps, narrative, and conceptual layouts) for each area have not been
included in the appendices because of size constraints, but it is the Tribal Council’s
intention that the 2018 Master Plan be included and made a part of this 2026 LRTP Update
as Appendix G.
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September 2026
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Figure 3-1: 2018 Adopted Land Use Plans for Business Park, Warrior Ridge, and
Heronswood
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September 2026
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The following is a summary of the changes in Tribal land use in the past five years.
3.1.1
Housing Development
In 2020, a 29-lot residential development, known as Old Red Cedar Subdivision, was started
and progress has been made on road access, utilities, and several of the lots. The project
included the provision of additional water and sewer capacity for serving future residential
developments such as Kloomachin North. A new development on Warrior Ridge is also in
progress which will include a new road system that will connect Little Boston Road NE to
NE 288th Street. The first two phases of ten planned phases have been completed with the
construction of 37 single-family housing units, four apartment buildings, and four
duplexes. Another development, known as Raccoon Town, is currently under construction
and is anticipated to be finished by the end of 2026 with 39 new residential lots. In
addition, a number of new replacement homes have been constructed by the Housing
Authority. Approximately five new homes have been constructed or purchased under the
Housing Authority “184 Program.”
3.1.2
Tribal Government Center
A new Integrated Health Facility was completed in 2021. A new Natural Resources Fish
Laboratory was constructed in 2019 adjacent to the Children and Family Services building.
The Administration Campus Redevelopment is currently in the planning phase and is
anticipated to include a new administration building, gym, community center,
subterranean garage, parking lot, and open space amenities.
PGST intends to move all Wellness employees into the new Integrated Health Facility and
remodel the Wellness building for court operations and staff.
3.1.3
Community Trails
A Trail System Concept Plan was developed in 2006 with the assistance of a grant from the
National Parks Service. One phase of a mixed-use trail has been completed and connects
the Gliding Eagle Market with the lower reach of Little Boston Road NE. As of 2026, the trail
has been extended to the Admin Campus, completed in 2025. A geotechnical report has
been completed for the next phase of the trail up to the Tribal Center in 2024. Sidewalks
were constructed within the Administration Campus (Tribal Government Center). The next
phase will connect these two facilities to provide a safe path for pedestrians that is
separated from Little Boston Road NE.
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3.1.4
Expand Reservation
PGST has been actively pursuing new land purchases in the last few years and has
purchased:
⚫
Pope property (20.24 acres Trust Status 2014)
⚫
Heronswood property (14.97 acres Trust status 2014)
⚫
Blue House property (35.63 acres Trust status 2016)
⚫
Foxglove property (9.20 acres Trust status 2018)
⚫
Hansville Block property (924.91 acres in 2019).
⚫
Kountry Korner (0.89 acres in 2017)
⚫
South Kountry Korner (1.56 acres in 2020)
⚫
A&A Tree Farms (14.40 acres in 2023)
⚫
Duckabush 47 (47.56 acres in 2023)
⚫
Fall property (7.33 acres in 2024)
⚫
Gunnerman property (3.56 acres in 2024)
⚫
Miller Lake (265.00 acres in 2024)
⚫
Minder Meats (1.57 acres in 2025)
⚫
Bjarnson Property (13.57 acres in 2025)
Table 3-1: Tribal Lands as of July 2025
Land Area
Acreage
Source of Acreage
Acquired
Data
by Tribe
Converted
Proclaimed
to Trust
as
Land
Reservation
Reservation
Uplands (1938
2008 BLM Survey
3/12/1936
6/16/1938
6/16/1938
67.20
1936 Warranty Deed
3/12/1936
6/16/1938
6/16/1938
Warrior Ridge
390.28
Wengler Survey
1/6/2005
2/29/2012
6/22/2016
Pope 20-Trust
20.24
Wengler Survey
9/26/1989
7/31/2014
6/22/2016
boundary)
Tidelands (1938
boundary
Total
1,229.75
1,707.47
Off Reservation Trust Lands
Heronswood
14.97
BLM LDR Certificate
7/12/2012
7/15/2024
N/A
Blue House
35.63
Wengler Survey
5/7/2003
10/12/2016
N/A
Foxglove
9.2
BLM LDR Certificate
11/21/2016
1/3/2018
N/A
3/6/2020
6/18/2025
N/A
Miller Bay Road
Property
Total
1.56
Proctor survey for
BLA
61.36
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Land Area
Acreage
Source of Acreage
Acquired
Data
by Tribe
Converted
Proclaimed
to Trust
as
Land
Reservation
Off Reservation Fee Lands
Pope 20-Fee
Simonsen
property
20.08
Wengler Survey
9/26/1989
N/A
N/A
1.07
County Assessor
12/23/2011
N/A
N/A
12/16/2019
N/A
N/A
7/31/2017
N/A
N/A
3/6/2020
N/A
N/A
9/7/2023
N/A
N/A
12/20/2023
N/A
N/A
Hansville Block
924.91
Kountry Korner
0.89
South Kountry
Korner
1.56
WestSound & David
Evans Surveys
Proctor survey for
BLA
Proctor survey for
BLA
A&A Tree Farms
14.40
Duckabush 47
47.56
Fall property
7.33
County Assessor
7/29/2024
N/A
N/A
3.56
County Assessor
9/13/2024
N/A
N/A
265.00
Proctor survey
10/28/2024
N/A
N/A
1.57
Kitsap Co Assessor
4/28/2025
N/A
N/A
13.57
Kitsap Co Assessor
7/15/2025
N/A
N/A
Gunnerman
property
Miller Lake
Minder Meats
Bjarnson
property
Total
Total Acreage
Tribal Lands
County Assessor
Jefferson County
Assessor
1,299.94
3,068.77
There remains a large, unmet need for new residential lots for Tribal members.
In order to fill this need, substantial infrastructure improvements will be required. New
roads will need to be constructed to serve future residential areas. These roads will link to
the existing transportation network. Figure 1-2 shows the proposed residential areas to be
developed, as well as the boundary of the Commercial Zone/Business Park.
The 2018 Master Plan shows proposed land uses for the business park, Heronswood
property, and Warrior Ridge. The 2018 Master Plan is intended to refine the 2007
Conceptual Master Plan by providing more specific proposals for a road network, housing
types, utilities, and so on within these planning areas.
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One area of redevelopment that was not included in the Master Plan is Point Julia, the
primary marine access point on the Reservation. However, a recent grant application
summarized the plans for the Point Julia Brownsfield cleanup and subsequent
redevelopment:
This project will be redeveloped jointly with the PGST’s plans for a future boat
ramp and water trail system connecting the various ports and docks. Walkways
will link existing parks and trails to the Tribal center along a scenic waterfront
capitalizing on vegetation and greenways. Low impact site development will
provide pollution free access to the natural beauty of the Hood Canal’s Puget
Sound environment.
The proposed construction will replace existing bare pavement and grass with
Low Impact Development (LID) across the site; increase landscaped areas by 35%;
and construct non-motorized multiple use paths, picnic tables, and greenways.
The location and size of the site and adjacent properties provides an exceptional
opportunity for re-development with a park-like setting capitalizing on natural
vegetative barriers that reduce contaminated stormwater runoff. Landscape
designs will emphasize use of native plant establishment that are naturally
‘water-wise’ (reduced water usage).
Development plans include recycling viable properties using existing
infrastructure to reduce resource consumption, utilize fish-friendly dock or ramp
facilities, protect undeveloped open space from development, and prevent sprawl.
As part of this and associated projects, the PGST is adopting “Low-ImpactDevelopment” (LID) strategies that incorporate sustainable systems, water
reuse/conservation, and reduce runoff.
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Figure 3-2: PGST Land Purchase 924 acres
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Figure 3-3: Land Purchase 924 acres
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3.2
Transportation Need Analysis
In addition to future land use analysis, there are several factors that need to be considered
in the development of future roads and other elements of the Transportation Network.
These include:
⚫
Current and future traffic patterns
⚫
Social/economic development
⚫
Health and safety
⚫
Environmental concerns
⚫
Scenic byways/tourism
⚫
Development and protection of natural resources
⚫
Energy conservation
⚫
Integration with Land Use Planning
3.2.1
Traffic Patterns
In general, the current traffic patterns are expected to remain the same in the future. The
only potential change would be the Warrior Ridge north south roadway that could provide
an alternative north south local travel way and emergency access between 228 th Street and
Little Boston Road. Currently, residential areas are clustered on smaller streets (BIA Class 3)
which then funnel traffic onto section line and/or stub type roads (BIA Class 4), which
collect traffic for arterial type roads (BIA Class 2). Arterial roads provide an integrated
network having the characteristics for serving traffic between large population centers.
Arterials may also link smaller towns and communities together. Commercial areas are
more likely to be located closer to arterials for quick access to other businesses and other
community areas.
The goal to create a network of community trails, walking paths, and view shed areas
along Little Boston Road will require an update to the existing network. Current pedestrian
and bike use is limited predominantly to the existing roads. The establishment of a
separate network of paths and trails will provide safe access and will create a new traffic
pattern.
3.2.2
Social and Economic Development
One of the primary goals of PGST is to create a retail anchor and high profile "gateway" to
the Reservation. This will provide increased opportunities for both social and economic
development. The expansion of the Casino provided social and economic stimulus. New
jobs were created, and the earning capacity of the economic enterprise increased. Further
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expansion of the commercial zone and increased business opportunities will complement
the existing Casino and convenience store/gas station enterprises.
Another goal of PGST is to provide a concentration of community facilities at the Tribal
Administration Complex. The concentration of facilities has increased the overall traffic
volume to the Tribal Administration Complex but has also made it more convenient for
Tribal members to receive services in one central location. In 2011, street and pedestrian
improvements were made to most of the Administration Complex. A short stretch of road
which serves the health and dental clinics, library, Housing Authority office, and
administration offices for preschool does not have continuous pedestrian access.
Figure 3-4: Tribal Admin Campus Map
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3.2.3
Health and Safety
A primary goal of transportation planning is to ensure a safe and effective network for
moving people. Transportation networks are often comprised of mostly roads for vehicular
traffic. PGST has a high population of youth, elders, and others who use alternative modes
of travel. It is especially important to keep walkers, bicyclists, and other users safe from
conflicts with vehicular traffic. The development of a network of paths and trails will help
meet this goal, but attention must also be paid to the interaction of vehicles and other
users at road crossings and other intersections.
A network of paths will provide a unique opportunity for fitness and health. With an
increase in the use of the trail network, an increase in the health of the community will be
achieved. In addition, a decrease in the amount of vehicle trips will commensurately
decrease the emissions from vehicles.
3.2.4
Environmental Concerns
Construction of new roads requires a balance between the needs of the users and the
sensitivity of the surrounding environment. There are numerous sensitive areas on the
Reservation that need to be considered during the planning phase of future roads and
other network elements. There are steep slopes, wetlands, creeks (some of which are fishbearing), and other critical habitats. There are also culturally sensitive areas that need to be
considered when developing plans for future transportation improvements. The
construction of new roads should avoid these areas as much as possible. If impacts cannot
be avoided, appropriate mitigation measures should be required.
Prior to projects being started on the Reservation, the Tribe conducts a "Title 24" process in
which various departments can provide feedback and/or concerns; especially the Tribes’
Natural Resource and Cultural Resource departments.
3.2.5
Scenic Byways and Tourism
There are currently no scenic byways designated on the Reservation. However, with the
increase in traffic that is anticipated to follow the increased development of the Tribal
Government Center, the Casino, and the commercial zone, the possibility of developing a
Scenic Byway designation is appealing. Tourists who arrive for casino and shopping
experiences could also drive a scenic route that may include both on- and off-Reservation
Scenic Byways.
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3.2.6
Development and Protection of Natural Resources
The primary natural resource currently available to PGST is forestry. A road network is in
place to access forestry lands but is in disrepair. There are no current mining operations,
agricultural uses, or oil extraction activities on the Reservation. There are currently no
plans to develop extraction or agricultural activities on the Reservation. A Forestry
Management Plan is regularly updated, and timber harvests are scheduled according to the
plan. The Forestry Management Plan includes mapping of forestry and other uses (See
Figure 1-3) to prevent another land use from conflicting with the management of the
forestry resource.
3.2.7
Energy Conservation
As discussed in 3.2.3 Health and Safety, an increase in the use of pedestrian and bicycle
facilities will decrease vehicle use. This is one of the easiest ways to conserve energy. Public
transit is also effective in reducing energy use. There are currently no plans to increase the
public transit available on the Reservation beyond the on-demand service currently
available to Kingston. However, Tribal members often ride share to and from work and
other activities throughout the Reservation.
3.2.8
Integration with Land Use Planning
Land Use and Transportation features relate to each other. The location and density of
development influences traffic patterns, and in turn the accessibility of a site influences
potential land use. For example, without separated pedestrian facilities, vehicular use is
more common. Transportation planning requires that the system as a whole is analyzed.
For example, can the transportation system accommodate the increased growth that
comes from increased development? Section 3.4 Future Traffic Operations looks at
capacity of roads with additional traffic.
3.3
Future Transportation Improvements
Many resources include future transportation improvement projects. These include Tribal
plans, County TIPs, State Route Development Plans, and other LRTP goals and planning
documents. Those plans that include and affect the routes that are currently a part of the
approved NTTFI are discussed below.
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3.3.1
Kitsap County Six-Year Transportation
Improvement Program
Transportation projects in unincorporated Kitsap County are implemented through the SixYear TIP and the Capital Improvement & Preservation Program. New projects identified in
the 2026-2031 County TIP are identified in the map below.
Figure 3-5: Kitsap County Kingston 2026-2031 TIP
3.3.2
WSDOT STIP
Review of the WSDOT STIP (2026-2029) shows several transportation projects that will
impact PGST. These are done in partnership with the County and PGST and are shown on
the previous map.
3.3.3
WSDOT Route Development Plans
SR-3 Route Development Plan - This plan will study the transportation needs on SR-3
between SR-305 in Poulsbo and the Hood Canal Bridge. The focus is on long-term mobility
and short-term safety improvements. This corridor was selected for the current study to
address congestion caused by increasing traffic and the daily openings at the Hood Canal
Bridge.
SR 104 EIS NEPA Pilot Project - WSDOT studied SR-104 because it is anticipated that steady
growth on the Olympic and Kitsap peninsulas will cause significant delays on this route by
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2025. The project was one of three national pilot projects to test a new process to
streamlining the environmental review and approval of transportation projects. A
Preliminary Draft Environmental Impact Statement (EIS) has been prepared; however,
project funding ended and there are no plans to restart this project at this time.
3.3.4
The Olympic Region Financially Constrained 20 -Year
Mobility Strategies
SR-104
⚫
SR-307 to Lindvog Road - widen from 2/3 lanes to 4 lanes; access management
⚫
Lindvog Road to Kingston Ferry and Couplet - Construction additional lanes and
signals per SR-104 Corridor Traffic Circulation Improvements
⚫
SR-305 to SR-104 - Widen from 2 lanes to 4 lanes; access control.
⚫
SR 303 from Sheridan to Ridell – Install adaptive signal system at signalized
intersections
3.3.5
PGST Comprehensive Plan
PGST's 2003 Comprehensive Land Use Plan includes the following transportation goals:
⚫
Study realignment and improvement of Little Boston Road behind the Tribal
Government Center to increase safety, facilitate traffic flow, and access to
community facilities.
⚫
Provide a network of sidewalks, trails, and paths, including bike paths, to improve
community safety and recreation.
⚫
Provide adequate streetlights, signage, and road maintenance for safety and orderly
traffic flow.
⚫
Establish access road conditions in the forested area to improve community
access to natural areas while providing controls for trespass and woodcutting.
⚫
Establish a road access plan for any newly acquired lands with an emphasis
on access for housing.
⚫
Develop a transportation plan, including access and parking, for all
commercial/industrial areas.
The current status of each of the stated goals are included below:
⚫
The realignment of Little Boston Road was not pursued. As the Administration
Complex grew a third primary access point to the government services area was
added at the northern margin. This access provides capacity for increased traffic
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volume, increases pedestrian safety, and increases access to facilities. The
additional access point meets the stated goals without incurring the additional
expense and conflict of rerouting the main arterial.
⚫
A Trail Plan was adopted in 2006 and included several phases and types of trails to
serve the community. See Section 3.4 Nonmotorized Element for further details.
⚫
The Planning Department is currently pursuing the installation of streetlights at
several major locations along the trail route. Most intersections within the
Reservation are lit and signed. There are some missing signs on residential streets
that need to be installed to increase safety for users. A maintenance plan for street
signs will need to be prepared. All new street signs should be reflective to meet the
requirements of the Manual on Uniform Traffic Control Devices (MUTCD).
⚫
Forest service roads, while included in the Priority List, have not been funded with
Tribal Transportation dollars. The priorities have been new construction and repair of
existing residential and marine access roads. Other funding sources have been used to
install gates in locations where trespass has been an issue.
⚫
As the commercial/business park zone develops, it is expected that there will be a
need for a left-hand turn lane from Hansville Road, and corridor improvements will
likely include access control and internal connections between the Casino,
commercial uses, and residential uses. Improvements to Hansville Road (a County
maintained road) will be made in cooperation with the County. The County installed
a pocket turn lane at the Little Boston Road/Hansville Road intersection in 2004. A
blinking yellow caution light was established in 2015. The County also installed a center
turn lane for the southern access point to the Casino and commercial zone (with
contributions from PGST). In 2011, PGST extended the left-hand turn lane to include a
new casino entrance north of the previous location.
3.4
Future Traffic Operations
To assess the future transportation needs of the PGST Reservation, and the ability of the
existing roadway network to accommodate planned growth, traffic volumes were
estimated for the 2036 and 2046 horizon years. A 2% annual growth rate was applied to
the 2026 volumes to estimate future traffic volume projections.
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3.4.1
Future Roadway Operations
Table 3-2: Projected Roadway LOS - 2036
Roadway Segment
Hansville Road north
of Buck Lake Road
Hansville Road north
of Eglon Road
Hansville Road south
of Eglon Road
Casino south
entrance/Salish Lane,
west of Hansville
Road
Hansville Road north
of Little Boston Road
Hansville Road north
of 288th Street
Hansville Road north
of SR-104
2036 ADT
Volume
Roadway
Capacity
V/C
Ratio
LOS
Roadway
Capacity at
LOS D
Reserve
Capacity at
LOS D
1,995
15,000
0.13
A
13,350
11,355
3,464
15,000
0.23
A
13,350
9,886
7,613
15,000
0.51
A
13,350
5,737
1,342
10,000
0.13
A
8,900
7,558
10,552
15,000
0.70
C
13,350
2,798
13,132
15,000
0.88
D
13,350
218
13,915
15,000
0.93
E
13,350
-565
3,726
13,200
0.28
A
11,748
8,022
1,541
10,000
0.15
A
8,900
7,359
1,972
10,000
0.20
A
8,900
6,928
1,764
10,000
0.18
A
8,900
7,136
Little Boston Road
west of Hansville
Road
288th Street west of
Hansville Road
Twin Spits Road east
of Hood Canal Drive
Gamble Bay Road
north of Grove Lane
Based on the data, the overall projected 2036 LOS on the approach roadways, except for
Hansville Road, to the Reservation is acceptable, and there is adequate capacity to serve
projected traffic. Along Hansville Road from SR-104 to south of 288th Street, the projected
LOS is anticipated to operate at LOS E and along Hansville Road north of 288th Street
anticipated to operate at LOS D.
Table 3-3 provides a summary of the roadway segment future LOS for the 20-year horizon.
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Table 3-3 provides a summary of the roadway segment future Levels of Service for the 10year horizon. The roadway segment calculations are included in Appendix F of this report.
Table 3-2: Projected Roadway LOS - 2036
Roadway Segment
Hansville Road north
of Buck Lake Road
Hansville Road north
of Eglon Road
Hansville Road south
of Eglon Road
Casino south
entrance/Salish Lane,
west of Hansville
Road
Hansville Road north
of Little Boston Road
Hansville Road north
of 288th Street
Hansville Road north
of SR-104
LOS
Roadway
Capacity at
LOS D
Reserve
Capacity at
LOS D
0.13
A
13,350
11,355
15,000
0.23
A
13,350
9,886
7,613
15,000
0.51
A
13,350
5,737
1,342
10,000
0.13
A
8,900
7,558
10,552
15,000
0.70
C
13,350
2,798
13,132
15,000
0.88
D
13,350
218
13,915
15,000
0.93
E
13,350
-565
3,726
13,200
0.28
A
11,748
8,022
1,541
10,000
0.15
A
8,900
7,359
1,972
10,000
0.20
A
8,900
6,928
1,764
10,000
0.18
A
8,900
7,136
2036 ADT
Volume
Roadway
Capacity
V/C
Ratio
1,995
15,000
3,464
Little Boston Road
west of Hansville
Road
288th Street west of
Hansville Road
Twin Spits Road east
of Hood Canal Drive
Gamble Bay Road
north of Grove Lane
Based on the data, the overall projected 2036 LOS on the approach roadways, except for
Hansville Road, to the Reservation is acceptable, and there is adequate capacity to serve
projected traffic. Along Hansville Road from SR-104 to south of 288th Street, the projected
LOS is anticipated to operate at LOS E and along Hansville Road north of 288 th Street
anticipated to operate at LOS D.
Table 3-3 provides a summary of the roadway segment future LOS for the 20-year horizon.
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Table 3-3: Projected Roadway LOS - 2046
Roadway Segment
Hansville Road north
of Buck Lake Road
Hansville Road north
of Eglon Road
Hansville Road south
of Eglon Road
Casino south
entrance/Salish Lane,
west of Hansville
Road
Hansville Road north
of Little Boston Road
Hansville Road north
of 288th Street
Hansville Road north
of SR-104
2046 ADT
Volume
Roadway
Capacity
V/C
Ratio
LOS
Roadway
Capacity at
LOS D
Reserve
Capacity at
LOS D
2,436
15,000
0.16
A
13,350
10,914
4,230
15,000
0.28
A
13,350
9,120
9,298
15,000
0.62
A
13,350
4,052
1,639
10,000
0.16
A
8,900
7,261
12,887
15,000
0.86
D
13,350
463
16,038
15,000
1.07
F
13,350
-2,688
16,995
15,000
1.13
F
13,350
-3,645
4,550
13,200
0.34
A
11,748
7,198
1,882
10,000
0.19
A
8,900
7,018
2,408
10,000
0.24
A
8,900
6,492
2,155
10,000
0.22
A
8,900
6,745
Little Boston Road
west of Hansville
Road
288th Street west of
Hansville Road
Twin Spits Road east
of Hood Canal Drive
Gamble Bay Road
north of Grove Lane
For the 20-year horizon, the overall projected LOS on the approach roadways, except for
Hansville Road, to the Reservation is expected to stay within acceptable LOS with adequate
capacity to serve projected traffic. Along Hansville Road from SR-104 to north of 288th
Street, the projected LOS is anticipated to operate at LOS F and along Hansville Road north
of Little Boston Road anticipated to operate at LOS D.
Improvements will need to be completed along Hansville Road to improve operations and
reduce delays. Providing left-turn lanes along Hansville Road at significant intersections
improves ADT capacity levels closer to 18,000 ADT which would return link LOS for
Hansville to near LOS D/E levels. Additionally, the Warrior Ridge developments north south
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KH 090225140
roadway could help reduce ADT on a large section of Hanville Road. Development and
growth are likely to cause future delays and possible safety issues (See Section 2.4.3).
3.4.2
Future Intersection Operations
The future 2046 PM peak hour volumes are shown in Figure 3-6. Table 3-4 summarizes the
projected 2036 and 2046 intersection LOS. The capacity analysis worksheets are included
in Appendix F of this report.
Table 3-4: Projected Intersection PM Peak Hour LOS – 2036 and 2046
Intersection
2036 PM Peak
2046 PM Peak
Hour
Hour
Control
LOS
1.
Little Boston Road NE at
Little Boston Lane
2.
Admin Center North Driveway at
Little Boston Road NE
3.
Little Boston Road NE at
Admin Center South Driveway
4.
Hansville Road NE at
Casino South Driveway
5.
Hansville Road NE at
Little Boston Road NE1
6.
Hansville Road NE at
288th Street
7.
Hansville Road NE at
SR-104
1
Two-Way
Stop-Control
Two-Way
Stop-Control
Two-Way
Stop-Control
Two-Way
Stop-Control
Two-Way
Stop-Control
Two-Way Stop
Control
Signal
Delay
(sec)
Delay
LOS
(sec)
A
9.2
A
9.5
A
9.7
B
10.1
B
10.5
B
11.2
B
12.4
B
14.4
F
132.3
F
>1,000
F
52.3
F
194.1
F
80.3
F
135.5
2036 and 2046 LOS and Delay calculations for Hansville Road NE at Little Boston Road NE are based on
volumes grown from 2025 volumes referenced from the Hansville Road Little Boston Road Analysis Report
(Transpo Group, 2025).
Most intersections, except for Hansville Road at Little Boston Road, the intersection of
Hansville Road at 288th Street, and the intersection of Hansville Road at SR-104 are
anticipated to operate at LOS B or better with the project 2046 traffic volumes. The
intersection of Hansville Road at Little Boston Road, the intersection of Hansville Road at
288th Street, and intersection of Hansville Road at SR-104 are anticipated to operate at LOS
F with Hansville Road at Little Boston Road expected to operate with significantly higher
delay. Geometric improvements are likely to be needed in order to improve the operations
at both intersections.
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Figure 3-6: Future 2046 PM Peak Hour Volumes
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