# SAULT STE. MARIE TRIBE OF CHIPPEWA INDIANS (2025)

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URL: https://www.frixlaw.com/law-library/documents/tribal%3Asault_ste_marie%3A79105a16c772a9e7

## Record

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

## Text

SAULT STE. MARIE TRIBE OF CHIPPEWA INDIANS
TRANSPORTATION DEPARTMENT

LONG-RANGE TRANSPORTATION AND
CAPITAL IMPROVEMENT PLAN
2025-2045
January 21, 2025

Submitted to
Sault Ste. Marie Tribe of Chippewa Indians Membership
Board of Directors
Prepared by:
Wendy A. Hoffman
Transportation Department

For further information about this project, contact:
Sault Ste. Marie Tribe of Chippewa Indians
Tribal Transportation Department
523 Ashmun Street
Sault Ste. Marie, MI 49783
906.635.6050

TABLE OF CONTENTS
LIST OF FIGURES ................................................................................................................................................ 3
LIST OF TABLES .................................................................................................................................................. 3
PURPOSE AND SCOPE ........................................................................................................................................ 6
ORGANIZATION OF STUDY ................................................................................................................................. 7
TRIBAL AND REGIONAL CONTEXT ...................................................................................................................... 7
LONG RANGE TRANSPORTATION PLAN SUMMARY........................................................................................... 8
PART ONE-EXISTING CONDITIONS ..................................................................................................................... 9
1.1
1.2
1.3
1.4

BACKGROUND DATA AND EXISTING CONDITIONS ........................................................................................ 9
HARBORS AND DOCKS .................................................................................................................................................. 23
ECONOMIC AND SOCIAL DEVELOPMENT PLANNING .................................................................................. 25
NON MOTORIZED TRANSPORTATION ............................................................................................................. 25
SIGNAGE...................................................................................................................................................................... 26
2.1 GEOGRAPHIC INFORMATION SYSTEM (GIS) .................................................................................................. 27
1.5 REGIONAL TRIBAL TRANSIT PROGRAM ......................................................................................................... 28
1.9 SAFETY........................................................................................................................................................................... 29
1.1 REGIONAL TRANSPORTATION SYSTEMS ........................................................................................................ 33
1.6 FERRIES ......................................................................................................................................................................... 35
1.7 FREIGHT ........................................................................................................................................................................ 35
1.8 MARINE HIGHWAY SYSTEM ......................................................................................................................................... 38
1.9 PORTS – INTERNATIONAL AND MICHIGAN .................................................................................................... 38
1.10 AIRPORTS .................................................................................................................................................................. 41
PART TWO - LONG-RANGE TRANSPORTATION PLAN ........................................................................................... 42
2.1 MISSION, VISSION, & GOALS................................................................................................................................. 42
2.2 LRTP IMPLEMENTATION, UPDATING, AMENDING, REVIEW AND APPROVAL .................................. 42
2.3 UPDATING THE LONG RANGE PLAN .................................................................................................................. 43
2.4 PUBLIC INVOLVEMENT.......................................................................................................................................... 43
2.5 BOARD OF DIRECTORS OFFICIAL REVIEW AND APPROVAL..................................................................... 43
2.6 INVENTORY AND EXISTING TRIBAL ROADWAY SYSTEM .......................................................................... 43
2.7 PRELIMINARY PROJECT PLANNING .................................................................................................................. 44
2.8 TRIBAL TRANSIT GRANT .............................................................................................................................................. 44
2.9 CONSTRUCTION & CONTRACT ADMINISTRATION ...................................................................................... 45
2.10 DESIGN STANDARDS .............................................................................................................................................. 45
2.11 SMART GROWTH AND COMPLETE STREETS.................................................................................................. 46
2.12 GRANTS OF EASEMENTS AND RIGHT-OF-WAY ............................................................................................. 46
2.13 ART, CREATIVE PLACEMAKING, CULTURAL TOURISM & PRESERVATION (PUBLIC ACT 247) ........ 46
2.14 TRANSIT-ORIENTED DEVELOPMENT .............................................................................................................. 47
2.15 INFRASTRUCTURE PLANNING, DESIGN & DEVELOPMENT ....................................................................... 47
2.16 PROJECT PRIORITIZATION .................................................................................................................................. 49
2.17 PRIORITIZATION PROCESS .................................................................................................................................. 51
2.18 NON-MOTORIZED TRANSPORTATION RANKING MATRIX AND PROCESS ........................................... 53
2.19 TRANSPORTATION IMPROVEMENT PLAN (TIP) .......................................................................................... 55
2.20 2018-2022 TRANSPORTATION IMPROVEMENT PLAN (TIP) PROJECTS ................................................................ 61
2.21 PUBLIC INVOLVEMENT............................................................................................................................................ 1
2.21.1 PUBLIC INPUT ......................................................................................................................................................... 4
2.22 BOARD OF DIRECTORS OFFICIAL REVIEW AND APPROVAL....................................................................... 6
2.23 CAPITAL PREVENTATIVE MAINTENANCE ........................................................................................................ 6
2.24 OFFICIAL INVENTORY .............................................................................................................................................. 6
BIBLIOGRAPHY................................................................................................................................................. 21

LIST OF FIGURES
Figure 1 Great Lakes Region, USA .................................................................................................................. 7
Figure 2 Tribal Seven County Service Area ..................................................................................................... 7
Figure 3 TRIBAL SEVEN COUNTY SERVICE AREA ............................................................................................. 9
Figure 4 POPULATION DENSITY BY CENSUS BLOCK...................................................................................... 10
Figure 5 MEMBERSHIP PER CENSUS BLOCK ................................................................................................. 10
Figure 6 ALGER COUNTY - MEMBER PER CENSUS BLOCK ............................................................................ 11
Figure 7 ALGER COUNTY POPULATION DENSITY BY CENSUS BLOCK ........................................................... 11
Figure 8 Chippewa County - Native Americans by Census Block ................................................................. 12
Figure 9 Chippewa County - Population Density by Census Block ............................................................... 12
Figure 10 Delta County - Native Americans by Census Block ....................................................................... 13
Figure 11 Delta County - Population Density by Census Block .................................................................... 13
Figure 12 Luce County - Native Americans by Census Block ........................................................................ 14
Figure 13 Luce County - Population by Census Block................................................................................... 14
Figure 14 Mackinac County - Native Americans by Census Block ................................................................ 15
Figure 15 Mackinac County - Population Density by Census Block.............................................................. 15
Figure 16 Marquette County - Native Americans by Census Block .............................................................. 16
Figure 17 Marquette County - Population Density by Census Block............................................................ 16
Figure 18 Schoolcraft County - Native Americans by Census Block ............................................................. 17
Figure 19 Schoolcraft County Population Density by Census Block ............................................................. 17
Figure 20 TTP Delivery Structure .................................................................................................................. 20
Figure 21 MSU Extension - U.P Regional Landscape Ecosystem Map .......................................................... 21
Figure 22 Chi-Mukwa Nature Trail ............................................................................................................... 25
Figure 23 Mary Murray Culture Camp Trails ................................................................................................ 25
Figure 24 Michigan Intercity Bus System ..................................................................................................... 33
Figure 25 Michigan Rail Lines ....................................................................................................................... 33
Figure 26 Michigan State Trunkline System Map......................................................................................... 36
Figure 27 Michigan Top 10 Commodities - IHS Trasnearch Database ......................................................... 37
Figure 28 Sault Locks .................................................................................................................................... 37
Figure 29 M-90 Marine Highway Corridor Connecting the Great Lakes ...................................................... 38
Figure 30 Functions of Michigan Ports Map ................................................................................................ 38
Figure 31 Tribal Sign Inventory..................................................................................................................... 26
Figure 32 Tribal Sign by Type........................................................................................................................ 26
Figure 33 GIS Layers ..................................................................................................................................... 27
Figure 34 Tribal Safety Analysis .................................................................................................................... 30
Figure 35 usRAP Process .............................................................................................................................. 31
Figure 36 St. Ignace Treatment Locations .................................................................................................... 31
Figure 37 Regional Safety Recommendations.............................................................................................. 31

LIST OF TABLES
Table 1 State of Michigan Population, Seven County Service Area Population ........................................... 18

Table 2 Population Change American Indian/Alone or Combination 2000-2010 ........................................ 18
Table 3 MDOT Population Projection ........................................................................................................... 19
Table 4 2009-2013 Primary Employment Industries-5 Year Estimate Seven County Service ...................... 19
Table 5 - Federal Railroad Administration, Highway-Rail Crossing Collisions Detail, MDOT 2007-2017 ..... 34
Table 6 Federal Railroad Administration, Tribal Service Area, Collisions, Injuries, and Fatalities .............. 34
Table 7 Great Lakes Seaway Partnership Economic Impacts -2010 ............................................................. 40
Table 8 Michigan Great Lakes Seaway Investments -2013 .......................................................................... 40
Table 9 Michigan Great Lakes Seaway-Annual Cargo Tonnage ................................................................... 40
Table 10 Tribal Service Area - FAA Airports and Seaplane Base .................................................................. 41
Table 11 Tribal Inventory Log 2000 TRIBAL ROADS & PROPOSED ROADS – 2000 TRIBAL ROADS................. 6
Table 12 Non-Motorized Transportation Ranking and Cost Levels.............................................................. 53
Table 13 Trail Design Guidelines .................................................................................................................. 46

INTRODUCTION

The Long-Range Tribal Transportation Plan for the Sault Ste. Marie Tribe of
Chippewa Indians is a complex document that represents the collaborative efforts
of various departments, programs, community input, membership, and executive
members of the tribe to complete.

T

His document intends to strategically integrate various aspects of the transportation programming and various
supporting documents to develop and manage our multi-modal facilities, land uses, and community needs. While
mindful of our membership and Tribes' unique needs, we focus on protecting and enhancing the quality of life of our
membership and communities. Strategies have been identified to evaluate, assess, and recommend appropriate activities
to maintain and improve our facilities and infrastructure with sound investments and proactive planning and asset
management.

The Tribal Transportation Department (Department) includes Bureau of Indian Affairs (BIA) Tribal Transportation Program,
Federal Transit Administration (FTA) Tribal Transit Program, and Grant Management system. Facilities within the BIA TTP
Program include tribal roads, bridges, harbors, public roads, bus stops, sidewalks, and trails on the federal-aid inventory
system. Facilities include but are not limited to primary and secondary routes (roads) that provide access to Tribal, cultural,
tourism, economic development, natural resources, harbors, boat landings, and airports. Facilities on the Transportation
Inventory List are located on, within, or provide access to Tribal, BIA, Trust, Fee, and restricted lands. Facilities are deemed
eligible by the Tribal Council, Bureau of Indian Affairs, Federal Highway Administration, and Secretary of the Interior. The
transportation plan was prepared for the Tribal Community, Bureau of Indian Affairs, and Federal Highways Administration
by 25 CFR 170 i. FTA TTP Program is our tribal regional transit system, which includes various partnerships with local and
regional transit agencies, along with Rides to Wellness programming with five staff.
While keeping in mind that the needs of the Sault Ste. Marie Tribe of Chippewa Indians (hereafter referred to as The Tribe)
are unique, such as undefined reservation boundaries. The Tribe owns land that is scattered throughout the Upper
Peninsula of Michigan, encompassing a network of roads, bridges, ferries, docks, and trails spanning seven counties,
including Alger, Delta, Luce, Mackinac, Schoolcraft, Marquette, and Chippewa counties (see figure 2). Within the sevencounty service area, we have the following primary communities: Sault Ste. Marie, St. Ignace, Hessel, Kincheloe, Munising,
Manistique, and Newberry have numerous Tribal operations throughout the region, with over 92 programs and services
offered by the Tribe to its enrolled members.
The governing body of the Tribe is the Board of Directors. There are 12 board members and one chairperson who are all
elected into office. The board members represent the five units of the tribe’s service area in the Eastern Upper Peninsula
of Michigan. Five board members represent Unit I, two represent Unit II, two represent Unit III, and two represent Unit IV.
One board member represents Unit V. The chairperson is elected at large and serves as a board member.
Many of the programs and services are concentrated in a few areas, as it is not economically feasible to provide all of the
programs and services to each of the seven counties. This poses a problem because of socio-economic reasons and limited
access to services. Transit services do not exist in many counties; they are limited and do not provide transportation
within some of the cities or between some counties. Many county and city roads are critical to the health of Tribal members
and the economic development of the Tribe. Roads, whether directly on a reservation, near a reservation, or between
reservations, provide access to health care, grocery stores and shopping centers, worksites, financial services, and
emergency services. In addition, several main thoroughfares give access to each of the Tribe’s six casinos.

PURPOSE AND SCOPE
This Long-Range Transportation and Capital Improvement Plan (LRTCP) represents the compilation of various supporting
documents created by and for the Transportation Department. The primary focus of the Transportation Plan is the
strategic development of various multimodal transportation facilities while keeping in mind the Tribe’s unique needs,
values, land use, and socioeconomic goals. The Plan will present our commitment to providing a system that can meet our
community's current and future mobility needs. Transportation Planning includes designing, constructing, operating, and
maintaining transportation facilities.
The following pages detail proposed additions and inclusions for the (LRTCP). This document defines priorities for
programming and expenditures of Bureau of Indian Affairs Tribal Transportation funds. The LRTP will be reviewed and
updated every five years. An annual Transportation Improvement Plan (TIP) will be updated and completed annually with
prioritized transportation projects. The identified projects reflect the needs and priorities of the Sault Ste. Marie Tribe of
Chippewa Indians. With a focus on equitable resource distribution that accommodates existing and proposed land use in
a safe, sustainable, respectful approach.
Furthermore, the Department and this LRTP strive to preserve our way of life while planning for future roads, bridges,
trails, sidewalks, water trails, transit, and safety needs. This document highlights coordination and collaboration with tribal
staff from various departments, the Tribal Council, and Community Members. In preparing this LRTP, the following were
considered: input from community members, public review, distribution, and input. In addition, the following factors
provided guidance and direction: This Long-Range Transportation Plan represents the compilation of several supporting
plans and reports created for or by the Transportation Department to develop a comprehensive Long-Range
Transportation Plan. Below is a list of supporting plans and reports.
•
•
•
•
•

Narrative Summary
Reservation Boundary/Service Area Maps
Statement of Transportation Needs/Issues
Transit Implementation Plan
Regional Tribal Health and Human Services
Transportation Plan

•
•
•
•
•
•

usRAP Analysis
Safety Plan
Water Trails Plan
Transportation Improvement Plan (TIP)
Supporting Documents
Non-Motorized Transportation Plan

Over the last several years, the Department has developed and directed numerous community input sessions, membership
surveys, and direct meetings with tribal staff and membership to compline information on needs, issues, safety, transit,
and project prioritization, to name a few. Further, the Transportation Department intends to continue with this strategic
direction of community input, guidance, and transparency by compiling, on an annual basis, a priority list of proposed
transportation facilities (i.e., roads, bridges, trails, sidewalks). The project will be prioritized using the Michigan
Transportation Asset Management Council Asset Management Guide, which provides standards and processes to rate the
current condition of roads and road systems for prioritization.
The Tribe has developed this long-range plan through the Tribal Strategic Master Plan and all Tribal codes and ordinances.
Further, this Plan represents the intention of the Tribe and the Transportation Departments to maintain and build intergovernmental collaboration with federal, state, and regional government units to maintain infrastructure safely and
equitably. Finally, this extended range plan provides a detailed review of the requirements to fully develop and sustain
the Transportation Department. The Department is developing this LRTP and capital improvement strategy to fulfill
program and federal requirements and guide long-term tribal investments in our infrastructure and community
development. This LRTP will be reviewed and updated every five years or as necessary by the Tribe. One of the most
critical aspects of this extended range plan is to provide a process for annual community review and input for construction,
planning, and transit for multi-year plans.

ORGANIZATION OF STUDY
The process to complete this LRTP consisted of the following stages: Phase One included collecting current data and
conditions for review and analysis and creating goals, policies, and strategies. Phase Two involved collecting and reviewing
traffic data, existing conditions, projected transportation land development within the Tribal seven-county service area,
and identifying needs. This process included collaborations and coordination with the City, County, Regional, State,
National Bureau of Indian (BIA), Tribal Officials, and staff to obtain required data.
Phase Three consisted of preparing a preliminary transportation plan based on the information obtained from previously
conducted plans, studies, research, community input, and inter-department and inter-governmental collaboration. The
plan incorporated current Tribal Transportation Department plans, studies, and Tribal Community data collected from
various Tribal Departments, Programs, and Officials to evaluate our community needs.
Phase Four consisted of finalizing the LRTP, including public comments and input, followed by an Official presentation to
the Sault Ste. Marie Tribe of Chippewa Indians Board of Directors for approval and submitted to the Bureau of Indian
Affairs.
TRIBAL AND REGIONAL CONTEXT
Tribal homelands are located in the central and eastern region of Michigan’s Upper Peninsula, which includes Chippewa,
Mackinac, Luce, Schoolcraft, Alger, Marquette, and Delta Counties. The Tribe provides varied and extensive services to
Tribal and community members throughout the seven-county service area. Most services are located quite a distance
from residential areas. Also, the service area is primarily low population densities, remoteness, and small urban “islands”
surrounded by rural land. Although several local government units and agencies in the region currently provide various
transportation options, extensive mobility needs still need to be met—the Sault Ste. Marie Tribe of Chippewa Indian service
area covers seven (7) counties, which contain 19,061 square miles, including hundreds of miles of shoreline on three great
lakes: Lake Superior, Lake Huron, and Lake Michigan (Figures 1& 2).

Figure 1 Great

Lakes Region, USA

Figure 2 Tribal Seven County Service Area

LONG-RANGE TRANSPORTATION AND CAPITAL IMPROVEMENT PLAN SUMMARY
The 2024-2034 Long Range Transportation and Capital Improvement Plan is drafted and presented to be adaptable to the
numerous needs and changes throughout our communities with the Performance-Based Model approach. The Federal
Highway Administration (FHWA) Performance Based Planning and Programming Guidebook was used to develop a
Performance Model (PBM) that utilizes data, is strategic, and provides community involvement in current and future
investments ii.
As programming requirements and budget constraints may impact future planning processes, the strategies identified
within this document guide project prioritization and the identification of capital preventative maintenance and
improvement needs. The priority construction needs list should be reviewed and updated annually with a Tribal
Transportation Improvement Plan (TIP). The LRTP should be updated every five years if there is a significant change in land
use, land use planning, development, or direction.
The Tribal Strategic Master Plan has updated this LRTCP. This plan represents the Tribe’s continued intention to use a
balanced approach to ensure that the Transportation Department strives to enhance the quality of life, support economic
development, and provide a safe, efficient, multi-modal transportation network.
The Department will also continue to construct and maintain tribal reservation roads and collaborate with state, county,
and city Managers/Roads Commissions/Engineers to improve, increase, and enhance transportation on and to our tribal
reservation sites and facilities. The Inventory Tracker attachment includes Detailed Inventory additions, updates, and
resubmissions for the current year.
To adequately evaluate and address the current and future needs in our communities, including existing and future
facilities, land use, and economic development, this LRTP establishes the following processes:
•
•
•
•
•

Establishes a process for facilitating community/public involvement
Provides a process for Prioritization of Needs/Projects
Established a process for conducting transportation studies for inclusion into the LRTP.
Establishes program processes for multi-modal planning, construction, land use, and asset management.
Establishes processes to update and amend LRTP.

PART ONE-EXISTING CONDITIONS
1.1

BACKGROUND DATA AND EXISTING CONDITIONS

1.1.1 TRIBAL GOVERNMENT
The Sault Ste. Marie Tribe of Chippewa is a federally recognized Tribe listed in the Federal Registry notice published on
January 1, 2017, by the Bureau of Indian Affairs; 82. FR 4915. The Tribal governing body is the Board of Directors of the
Sault Tribe, with 12 Board members and one Chair to represent the tribal membership, along with a Vice Chair, Secretary,
Treasurer, and Secretary. Board members are elected by enrolled tribal members 18 and older from one of the five
respective units and serve four-year terms. Elections are held every two years, with half the board up for reelection and
the chair up for reelection every four years. The tribal board meets officially twice a month at regularly scheduled meetings
held across the service area, with special meetings taking place after official announcements and public notice.
1.1.2 CULTURE AND HISTORY
The Original bands of the Sault Ste. Marie Chippewa Indians were an identifiable tribally organized entity long before their
first contact with white explorers, which occurred about 1620. The geographic area extended from Grand Island near
Munising, including bands living at Grand Island, Point Iroquois, Drummond Island, and Sault Ste. Marie, Garden River and
Neebish Island. The Treaty of July 31, 1855 (11 Stat.533), in addition to other things, established several large reservations
extending across the eastern portion of the Upper Peninsula of Michigan, followed in 1936 with the passage of the
Wheeler-Howard Act of the Indian Reorganization ACT (48 Stat. 984, 25 U.S.C. Sec 461 et. Seq.). In the early 1950’s, the
Original Band began an effort to organize. This effort started by producing a roll of persons who could trace their ancestry
directly to a known member of the historic six bands. By the late 1950s, the membership rolls were compiled with the
Tribal Constitution and By-Laws, adopted under the Indian Reorganization Act, which was approved on November 13,
1975. The name adopted in this constitution was “The Sault Ste. Marie Tribe of Chippewa Indians.”
1.1.3 DEMOGRAPHICS
The U.S. Census Bureau 2016 estimate for the State of Michigan population is 9,928,300, according to the American
Community Survey (ACS-2009-2013). Further, within the seven-county service area, the estimated total population is
178,638, with 14,727 enrolled tribal members, with a total enrollment of 43,743, as provided by the Sault Ste—Marie Tribe
of Chippewa Indians Enrollment Office. For comparison, the following pages offer figures containing population density
for the general population and members to compare population data.
Figure 3 TRIBAL SEVEN COUNTY SERVICE AREA

iii

Figure 4 POPULATION DENSITY BY CENSUS BLOCK

Figure 5 MEMBERSHIP PER CENSUS BLOCK

Figure 6 ALGER COUNTY - MEMBER PER CENSUS BLOCK

Figure 7 ALGER COUNTY POPULATION DENSITY BY CENSUS BLOCK

Figure 8 Chippewa County - Native Americans by Census Block

Figure 9 Chippewa County - Population Density by Census Block

Figure 10 Delta County - Native Americans by Census Block

Figure 11 Delta County - Population Density by Census Block

Figure 12 Luce County - Native Americans by Census Block

Figure 13 Luce County - Population by Census Block

Figure 14 Mackinac County - Native Americans by Census Block

Figure 15 Mackinac County - Population Density by Census Block

Figure 16 Marquette County - Native Americans by Census Block

Figure 17 Marquette County - Population Density by Census Block

Figure 18 Schoolcraft County - Native Americans by Census Block

Figure 19 Schoolcraft County Population Density by Census Block

Table 1 State of Michigan Population, Seven County Service Area Population

Total Population

Area
2000

2010

% Change

9,938,444

9,883,640

-1%

Chippewa Co.

38,543

38,520

0%

Luce Co.

7,024

6,631

Michigan

9,862

Alger Co.

9,601

38,520

Delta Co.

37,069

-4%
-7%

Mackinac Co.

11,943

11,113

Schoolcraft Co.

8,903

8,485

64,634

Marquette Co.

-6%

67,077

179,429

Total of Counties

-3%

4%

-5%

178,496

-1%

Source: Source Michigan State Demographer and U.S. Census

Table 2 Population Change American Indian/Alone or Combination 2000-2010
American Indian and Alaska Native Alone or in Combination
Area

Alger Co.

Chippewa Co.

Sault Ste. Marie

Delta Co.

Escanaba

Luce Co.

Newberry

Mackinac Co.
St. Ignace

Marquette Co.
Marquette

Schoolcraft Co.
Manistique

County Total

2000

2010
501

% Change
612

22%

County
Rank

% of 7-County NA
Population
6

4%

6,513

7,625

17%

1

49%

1,300

1,460

12%

4

9%

2,270
343
551
133

3,167
572
516
139

2,257

2,466

1,542

1,990

763

991

520
343
185

13,427

847
504
410

15,660

40%
67%
-6%
5%

7

20%
4%

3%
1%

9%

2

16%

29%

3

13%

30%

5

6%

63%
47%

122%
17%

5%
3%
3%

100%

Table 3 MDOT Population Projection

Table 4 2009-2013 Primary Employment Industries-5 Year Estimate Seven County Service

Civilian Employed Population 16
Years and Older
Agri cul ture, Forestry, Fi s hi ng and
Hunti ng, and Mi ni ng
Constructi on

Manufacturi ng

Whol esal e Trade

Retai l Trade

Transportati on and Warehousi ng, and
Uti l i ti es
Informati on

Fi nance and Ins urance, and Real Estate
Rental and Leas i ng
Professi onal , Sci enti fi c, and
Management, and Admi ni strati ve and
Was te Management Servi ces
Educati onal Servi ces, and Heal th
Care and Soci al As si s tance
Arts , Entertai nment,
and Recreati on, and Accommodati on
and Food Servi ces
Other Servi ces ,
except Publ i c Admi ni strati on
Publ i c Admi ni s trati on

Alger
Estimate MoE

2009-2013 American Community Survey 5-Year Estimates Seven County Service Area
Chippewa
Delta
Luce
Mackinac
Marquette
Estimate MoE
Estimate MoE
Estimate MoE
Estimate MoE
Estimate MoE

Schoolcraft
Estimate MoE

3,011

+/-188

14,956

+/-485

15,686

+/-434

2,193

+/-146

4,440

+/-164

30,298

+/-663

2,784

+/-193

108

+/-36

240

+/-62

459

+/-127

132

+/-57

151

+/-41

1,626

+/-198

159

+/-53

156

+/-48

798

+/-137

975

+/-180

75

+/-38

409

+/-83

1,581

+/-229

201

+/-58

284

+/-58

756

+/-128

2,529

+/-249

270

+/-76

166

+/-54

1,653

+/-214

210

+/-57

51

+/-30

289

+/-102

246

+/-77

20

+/-14

44

+/-28

536

+/-121

19

+/-19

328

+/-87

1,790

+/-259

2,074

+/-266

221

+/-59

534

+/-86

3,918

+/-398

218

+/-47

106

+/-48

565

+/-118

902

+/-150

94

+/-51

247

+/-60

1,287

+/-181

221

+/-60

82

+/-38

355

+/-118

278

+/-82

3

+/-5

27

+/-17

660

+/-174

6

+/-7

144

+/-48

586

+/-152

709

+/-131

90

+/-33

246

+/-72

1,120

+/-163

179

+/-59

135

+/-64

823

+/-136

940

+/-167

68

+/-30

249

+/-99

1,941

+/-257

115

+/-43

658

+/-87

3,746

+/-289

3,437

+/-245

497

+/-61

931

+/-112

9,268

+/-447

591

+/-89

466

+/-101

2,320

+/-257

1,637

+/-220

281

+/-67

792

+/-96

3,531

+/-356

435

+/-90

153

+/-63

666

+/-121

840

+/-161

117

+/-41

306

+/-61

1,537

+/-276

231

+/-91

340

+/-84

2,022

+/-221

660

+/-154

325

+/-64

338

+/-60

1,640

+/-205

199

+/-61

1.1.4 FUNDING ALLOCATION AND TRANSPORTATION DEPARTMENT OVERVIEW
The Department is funded by two federal programs and grants: the Federal-Aid Highway Program and the Federal Transit
Administration. The Tribal Transportation Program (TTP) is authorized under the Federal Lands Highway Program, 23
United States Code (USC) 204.
Use of TTP Program funds is defined in 23 USC. The FLHP was established to address the transportation needs of Tribes,
with the program jointly administered by the BIA and the Federal Highway Administration. The purpose of the Department
is to provide safe and adequate transportation and public road access to and within Tribal Lands and communities for
Tribal Members, visitors, recreational users, and others while contributing to economic development. Funding for the TTP
is the contract authority from the Highway Trust Fund and is subject to obligation limitation. The structure of the TTP
Program is provided below in Figure 3.
Figure 20 TTP Delivery Structure

FHWA - Highway Trust Fund
Department of Interior Bureau of Indian Affairs
Office of Self Governance
Sault Tribe Tribal Transportation Department

The Department administers the following BIA TTP activities: Transportation Planning, Construction Administration,
Program Administration, Design, Construction, Safety Initiatives, Signage, Asset Management (Road Maintenance), InterGovernmental Collaboration, Transit, Bridges, Grant Research, and Administration. To fulfill its required responsibilities,
the Department creates and submits several annual plans and reports; these include the Transportation Improvement Plan
(TIP 5-year program plan), Program Activity Reports (activities, funding, expenditures), Single Audits, and Program On-Site
Reviews. The Department has expanded and grown exponentially over the last several years.

Regional Tribal Transit Program

In 2014, the Board of Directors supported and authorized a comprehensive study to examine the current and future
Mobility options across the tribal seven-county service area. The study included special emphasis on access to health and
social services, employment, and educational services to enhance members' general quality of life. The study, led by the
Corradino Group, included significant opportunities for public input, with community sessions and online surveys. In 2016,
the Department developed and received an FTA Tribal Transit Program (TTP) Grant; this grant provided the opportunity to
implement key initiatives across the service area and the creation of a Mobility Coordinator position to assist with
programming services. The Tribe now has a Regional Tribal Transit Program.
In 2023, the Department began a partnership with SRF Consulting to develop a Regional Tribal Health and Human Services
Transportation Plan to research administrative structures, systems, needs, and provide guidance to support future FTA TTP
programming.
In 2025, the Department will implement Mobility Coordination, Regional Rides to Wellness and Volunteer Driver
programming and maintain our current contracted services across the service area.

1.1.5 SOIL CHARACTERISTICS
Soils and landscape are diverse and vibrant throughout the tribal service area, with predominately clay soils within the
eastern region of the Upper Peninsula, including Chippewa, Luce, and Mackinac counties. Sandy looms are more common
in the western region, which includes Schoolcraft, Delta, Marquette, and Alger Counties. The Sault Tribe has incorporated
warranties into contract documents, quality controls with continuous on-site inspectors, geogrid placement, and
comprehensive soil compaction to address soil instability.
Figure 21 MSU Extension - U.P Regional Landscape Ecosystem Map

1.1.6 LAND OWNERSHIP
In the 1836 Treaty, the Anishinaabeg ceded over 3.8 million acres (21,621 square miles) of land in northern Michigan.
Roughly speaking, the 1836 ceded territory boundaries are the Eastern Upper Peninsula up to the Escanaba River and twothirds of the north of lower peninsula down to Thunder Bay River on the east side and the Grand River on the west side,
with a boundary line drawn between the two rivers. The map detail’s locations and boundaries.
Following the 1836 Treaty, the 1887 General Allotment Act (Dawes Act) required tribal land held by communities to be
divided and portioned to tribal members. This resulted in extensive consequences for our communities across the service
area and resulted in checkerboard land holdings. The land is held in various capacities, including but not limited to the
following: trust land, fee land, fee simple land, allotted lands, restricted status, state Indian reservations, tribal ownership,
tribal member ownership, and not tribal ownership. This has resulted in a truly unique land base across the seven-county
service area with distinct tribal communities defined as connected yet distinct and unique islands. Additionally, the HEARTH
Act (Helping Expedite and Advance Responsible Tribal Homeownership, 2012) establishes an alternative land leasing
process available to tribes and amends the Indian Long-Term Leasing Act of 1955, 25 U.S.C. §415
1.1.7 CURRENT AND PROPOSED LAND USE
Currently, tribal land is primarily trust fee land and fee simple land and is regulated by the Tribal Code, Chapter 60 Land Use
Ordinance iv. The Land Use Ordinance establishes the following provisions and identified subchapters, which include but
are not limited to the following:
Boundaries and Districts
Board of Appeals
Reconstruction Non-Conforming Land, Buildings & Structures
Uses of Non-Conforming Land, Buildings & Structures

Tribal Zoning Board
Administration and Enforcement
Laws, Ordinances, Regulations and Restrictions
Odenaang Housing Development Restrictions

Subchapter I, Section 60.102 of the land use code establishes the purpose, which reads as follows: 60.102 Purpose The
fundamental purpose of this ordinance is to promote public health, safety, morals, and general welfare. The provisions are
intended to:


encourage the use of lands and natural resources of the Tribe by their character and adaptability; limit improper use of
Tribal land; reduce hazards to life and property; provide for the orderly development of the Tribe;





avoid overcrowding the population, provide adequate light and air, and lessen congestion on the public roads and
streets; protect and conserve natural recreational areas, agricultural areas, residential areas, and other areas naturally
suited to the particular use to facilitate the establishment of adequate and economical use of transportation, sewage
disposal, safe water supply, education, recreation, and other public requirements;
conserve expenditure of funds for public improvements and services to conform with the most advantageous uses of
land, resources, and properties and promote the best uses of Tribal land and resources by both the community in
general and the individual inhabitant

The Tribal Land Workgroup has been established to “facilitate communication between various tribal Departments, and to
advise in establishing the Tribe’s documented real estate strategy in both a long-term and annual real estate plan. Once
established, the long-term strategy, annual plan, and budget parameters will serve as management’s guideline and direction
in achieving the Tribe’s Land Use goals”. The Workgroup convenes quarterly or more often as necessary. The following
pages provide a summarized list of tribal facilities in alphabetical order with site photos.
Community and Cultural Facilities- Mary Murray Culture Camp

Education - Joseph K. Lumsden Bahweting Anishinaabe School

Governmental - Administration Building

Gaming- Kewadin Casino Hotel & Convention Centers: Sault Ste. Marie, St. Ignace, Hessel, Christmas and Manistique.

Health and Human Services Facilities- Sault Health Center-Miskeke Gamig (Medicine Lodge), Manistique Tribal Health
Center- Chigibig Ningabi An (Near the Western Shore and Munising Health Center Victor Matson, Sr. Community Center
Grand Island Chippewa Center/Gchi-Minis Ednakiiyaany Gaming

Housing- St. Ignace /Elders Complex, Conceptual Drawing

Recreational - Chi Mukwa Community Recreation Center.

1.2

Harbors and Docks

1.2.1 ST. IGNACE/HORSESHOE BAY
Horseshoe Bay is located in St. Ignace Township, north of St. Ignace, Michigan. Its waterfront features tribal homes, a
convention center, two tribal fisherman’s access roads, a community center, and a tribal head start.

1.2.2 EPOUFETTE HARBOR
Epoufette Harbor is located in the town of Epoufette

1.2.3

FRUITPORT

1.2.4 BRIDGES
With guidance from the BIA Midwest Region Transportation office, the Department has been able to construct and manage
five (5) tribal bridges. This collaboration has provided safe access to many of our community facilities. Further, the BIA
administers a Bridge safety program and conducts bi-annual safety inspections on all BIA and Tribal bridges to ensure
compliance with the National Bridge Inspection Standards. Following each inspection, the BIA provides the
Department/Tribe with detailed Bridge Inspection Reports; these reports provide the Department information on any
needed rehabilitation, reconstruction, and maintenance items. This section includes a short synopsis with a photo of each
bridge; first, Mission Creek Bridge is located west of Casino Ring Road in Sault Ste. Marie, Michigan, has an intersection on
the bridge's east side. The main structure is a concrete, prestressed box beam constructed in 1996 with two lanes and a
sidewalk on the north side with a total length of 15.8 m. both the approach and deck surface are HMA pavement.
Pow Wow Bridge is located east of Shunk Road on Ice Circle Drive in Sault Ste. Marie, Michigan, and provides the entrance
to Tribal Pow Wow Grounds. The main structure is a precast concrete arch culvert constructed in 2002 with two lanes and
a sidewalk on the north side, totaling 15.8 m. Both the approach and deck surface are HMA pavement.

Bahweting Drive Bridge is located east of Shunk Road in Sault Ste. Marie, Michigan, with a cul-de-sac on the west side of
the bridge. The arch structure is a precast concrete arch culvert constructed in 2002 with two lanes and a sidewalk on the
north side with a total length of 15.8 m. both the approach and deck surface are HMA pavement. Shunk Road Bridge is
located east of Shunk Road, on Ice Circle Drive in Sault Ste. Marie, Michigan. The bridge provides access to the Big Bear
Recreation Center, Niigaanagiizhik Community Center, and Pow Wow Grounds. The arch structure is a precast concrete
arch culvert constructed in 2002 with two lanes and a sidewalk on the north side with a total length of 15.8 m. both the
approach and deck surface are HMA pavement. North Shunk Road Bridge is located west of Shunk Road, on 10th Street in
Sault Ste. Marie, Michigan. Bridge provides access to Elder Services, Midjim Convenience Store, Judicial, Law Enforcement,
and Casino Convention Center. The arch structure is a precast concrete arch culvert constructed in 2002 with two lanes
and a sidewalk on the north side with a total length of 15.8 m. both the approach and deck surface are HMA pavement.

1.3 ECONOMIC AND SOCIAL DEVELOPMENT PLANNING
Investments in infrastructure can directly impact economic and social development planning. Most important, when
considering that new or existing water, electricity, communications, sanitary lines, fiber lines, and housing usually depend
on design and investment in transportation facilities. The Department is dedicated to sustaining, developing, and
operating infrastructure safely, equitably, and sustainably. To further this purpose, the Department has worked
collaboratively with various programs and departments to build proposed RV Park conceptual drawings and conducted a
preliminary planning session to research future options. Below, we’ve provided conceptual drawings for future proposed
projects.

1.4 NON-MOTORIZED TRANSPORTATION
1.4.1 MULTI-PURPOSE TRAILS and Paths
The Department has implemented the principles of Complete Streets and assisted with funding the development of a
Tribal Non-Motorized Transportation Plan (NMTP). Off-street paths, trails, and sidewalks should be built in all areas
adjacent to roadways, parks, and recreation centers.
The NMT planning process included a comprehensive stakeholder consultation, evaluation of existing conditions, safety
analysis, route hierarchy analysis, design guidelines development, and implementation plan. The plan was designed to
document the tribe’s non-motorized transportation needs and to guide the tribe’s investment decisions related to nonmotorized facilities. The plan encompasses tribal areas, including housing developments, schools, offices, casinos, and
other tribal facilities. The plan was developed in consultation with the tribal council, members of the Sault Tribe, and other
stakeholders. Below is a picture showing one of our Tribal Non-Motorized Transportation facilities.
Figure 22 Chi-Mukwa Nature Trail

1.1 SIDEWALKS
A proposed route network has been created to provide a comprehensive system of pedestrian and bicycle facilities
covering each tribal community, with connections to adjacent neighborhoods, trails, commercial areas, recreation centers,
health centers, and other major destinations. The proposed route networks are shown in the following sections.
Improvements to address the issues outlined in Section 2 are also provided. Whether each improvement for the proposed
network is included within the local or MDOT non-motorized plan is also noted. In addition, an overall implementation
plan has been prepared. Each row lists the issue, proposed improvement, points from the prioritization tool, cost level,
and suggested agencies to be included in the intergovernmental collaboration efforts.
The prioritization matrix used in the NMTP and this plan is the same as those used in the MDOT Superior Region NonMotorized Plan and Investment Strategy. This was done to ensure consistency between the Tribe’s and MDOT plans. The
ranking criteria used are outlined in the NMTP, and most levels were also estimated for each improvement. The five cost
levels utilized within this plan are listed below. The cost levels include engineering and construction costs to implement
each proposed improvement.

SIGNAGE
Since 2014, the Department has maintained an appropriate and good-faith sign maintenance policy. The policy requires
all signs to be replaced with proper signs having a minimum level of reflectivity during reconstruction, new construction
projects, and general maintenance associated with the Department. Although the Department did not have the resources
or capacity to implement a blanket sign replacement method, the Department has maintained a standard of care to replace
and install signs that did not meet a reasonable calibration.
1.1.2 SIGN INVENTORY
The Department manages and works collaboratively with internal tribal programs, divisions, and external local government
units to meet program requirements. That signs at all facilities are acceptable and meet standards established in the
Manual on Uniform Traffic Control Devices (MUTCD), 2009 edition. The multi-modal facilities (e.g., roads, trails) comprising
the Department's Official Inventory include numerous signs; the table below provides the official inventory of signs located
on or within the ROW of Tribal and BIA-maintained facilities.
Figure 23 Tribal Sign Inventory

Figure 24 Tribal Sign by Type

1.1 REFLECTIVITY AND SIGN RETROFLECTIVITY MAINTENANCE PROGRAM
Reflectivity is a type of reflection that redirects incident light (i.e., from headlights) back toward the source. Signs with
retroreflective sheeting material redirect headlamp lights/illumination toward the vehicle. This makes the sign more visible
to the driver at night.
To advance a cohesive sign replacement initiative and effectively comply with new standards in the MUTCD, 2009 edition,
and regulation (23, CFE 655 Subpart F), the Department will develop and implement a Sign Retroflectivity Maintenance
Program (SRMP). The SRMP will apply and include all signs on Tribal and Bureau of Indian Affairs roads, trails, bridges, and
other facilities. To be effective, all signs will be fabricated with retroreflective materials to illuminate signs at night, which
is especially important for some of our most vulnerable community members, our elders.

2.1

GEOGRAPHIC INFORMATION SYSTEM (GIS)

The Department has performed research to acquire and utilize Geographic Information System (GIS). This research focused
on the feasibility and potential of incorporating GIS into mapping, land use management, data analysis, and transportation
route/inventory database planning.
This research led the department to contact the BIA Department of Geospatial to license ArcGIS Desktop and other
components. We have also extensively reviewed hardware and system requirements, explored the training available from
ESRI, the creator of ArcGIS, and cataloged the training courses.
The department collaborated with the Environmental Department to provide on-site ArcGIS training from the BIA
Department of Geospatial. Training for the Principles of GIS and Introduction to GPS with ArcPad were held in Sault Ste.
Marie and Brimley are responsible for a limited number of departments and employees of the Bay Mill Indian Community
Environmental Department. Additionally, the department cooperated with Eastern U.P. Regional Planning & Development
(EUPRPD) to create a Tribal GIS System that several tribal departments and programs can utilize. This program will include
the drawing and creating datasets of Tribal Lands and Trust Parcels for Tribal use only. Additionally, this program will consist
of an interactive map, called a Story Map, for the Tribe; Figure 30 below provides a visual representation of potential map
layers that can be developed from data.
Figure 25 GIS Layers

GIS answers questions about the world by allowing people to collect, organize, manage, analyze, communicate, and
distribute information. GIS can turn data into map features to better visualize the given data and examine spatial patterns
or relationships. Finally, Transportation was directed to facilitate an interdepartmental committee on GIS that has met

several times. The department intends to establish a quarterly schedule for the committee to interact, share updates, and
coordinate on geospatial projects.

1.5 REGIONAL TRIBAL TRANSIT PROGRAM
2.1 TRIBAL TRANSIT PROGRAM
Public transportation improves quality of life by providing much-needed mobility to those who need it or choose to use it.
Public transit helps connect people to health services, employment, schools, and recreational activities and provides
choices to individuals who can’t drive. With the Tribal seven-county area including Chippewa, Mackinac, Luce, Schoolcraft,
Alger, Marquette, and Delta Counties, the complex nature of implementing a cohesive transit collaborative network is
challenging. This is especially so considering the varied and extensive services provided to Tribal and community members
throughout the area.
These services include but are not limited to health care, employment, education, and social, cultural, and recreational
activities. In addition, most services are located quite a distance from residential areas. Also, the service area is primarily
low population densities, remoteness, and small urban “islands” surrounded by rural land. Although several local
government units and regional agencies currently provide various transportation options, extensive mobility needs must
be met. The Transportation Planner will manage the Transit Program and program administration.
3.1 TRANSIT PLANNING
The Tribe supported the investment of transportation funds to complete extensive research on the mobility options
available within the Tribal service area. This research resulted in the Public Tribal Transit Implementation Plan; this Plan
is a comprehensive Plan that covered over 19,061 square miles and included surveys, community input sessions, data
analysis, transit provider surveys, and transit provider one-to-one meetings. Several mobility options were identified and
disseminated to assist the department and Tribe in enhancing the mobility options within the Tribal service area, with
particular emphasis on access to health, social services, employment, and educational services to improve the general
quality of life for members of the communities. The mobility options available include but are not limited to the
implementation of a Tribal Transit Program, Regionally Coordinated Transit System, or enhanced collaboration with
current independent providers.
The department is and will continue to work collaboratively with transit providers to identify potential strategies and
opportunities for Tribal transit, mobility coordination, partnerships, and collaboration to expand services and routes to
promote sustainability, cost-effectiveness, and interconnectivity. The Plan also provided the Tribe with clear and defined
processes and a strategic plan to accomplish the identified goals and objectives. The department also has dedicated
expertise in developing and administrating project management services, data collection, research, meeting facilitation,
and inter-governmental scheduling. We anticipate that Tribal Regional Transit will be successful; with the strong
commitment and support from our Board of Directors, Tribal Community, and Transit Providers, the Project is viable and
sustainable. Further, this project's regional commitment and support were apparent, as 24 letters of support were
received for the department's Federal Transit Administration (FTA) Tribal Transit Grant Request. Letters were obtained
from all the transit providers, along with a variety of State, City, and County Commissions, Boards and Governments,
Regional Planning Agencies, Social Services Agencies, Hospitals, Employers, Cultural Programs, Recreation Facilities,
Downtown Development Authorities, Community Action Agencies and Road Commissions, Behavioral Health and Tribal
Court.
Transit Programming will establish quarterly and annual meetings to promote regional collaboration, promote and sustain
partnerships, and support expanded and reliable service. The Tribe and Department possess the experience and expertise
to provide the oversight to administer various federal, state, and local grants, projects, and initiatives, including transit.
4.1 TRIBAL SCHOOL BUS ROUTES AND MAIL ROUTES
The tribe operates three education programs/departments: Day Care Head Start and Bahweting School. Several of which
provide public transportation. Head Start, which includes early Head Start, owns and operates three buses daily, with one
bus available as needed. There are six routes, with four provided in the City of Sault Ste. Marie and two provided in the

City of St. Ignace. The total miles traveled for all bus routes are 134 miles per day. Bahweting School owns and operates
nine buses, where one is kept as a spare. The schools have six regular routes and one longer route. The total miles traveled
daily for regular routes is 364, and the longer route is 108. The Tribe also operates a daily mail run between Tribal facilities
and local businesses; the west mail run includes 18-19 Stops, 305-315 miles, with 6 hours spent driving and 2 hours of
pickup and delivery. 16 Stops are Grant Funded (GF), and 3 are Enterprise (E). The south mail run average is 145 miles
traveled daily with an average of 3.75 hours of driving and 4 hours of pickup and Delivery time. Roughly 44 stops each
day; of those 44 stops, 27 are Grant Funded (GF) or Partially Grant Funded (PGF), and the other 27 stops are Enterprise
(E). The bus and mail routes the Tribe conducts can be entered into the National Transit Database, which would permit
the tribe to report on the current services provided and receive assistance from the Federal Transit Administration grant.
5.1 ELDER AND HEALTH TRANSPORTATION SERVICES
The Department anticipates a comprehensive Tribal Non-Emergency Medical Transportation initiative. This initiative will
be in collaboration with strategic internal partners to ensure necessary transportation to and from providers, the use of
the most appropriate form of transportation, and Include coverage for transportation and related travel expenses essential
to attend medical appointments, as required under Tribal, Federal, State, Medicaid and Medicare laws and regulations.
We anticipate services will include various tribal and public programs to implementation and sustainability of NEMT will
be due diligence in researching funding existing sources and obtaining funding for services. The initial phase of this
process will begin with technical assistance provided by the Community Transportation Association of America (CTAA).
The Transportation Department was awarded a Technical Assistance Grant to assist with developing a tribal NEMT and will
begin the process within the next twelve months. Finally, the Transportation Department is fundamentally aware of the
implications of implementing and providing NEMT service to our community members and sustaining the service. We
believe it is best to choose a service design that will work best for the communities and ensure long-term commitments
from internal and external partners for the well-being of the members and community.
6.1 Federal Transit Administration
The Tribe has received a Federal Transit Administration Tribal Transit Program Grant FTA-TTP Operating Funds to address
the needs and recommendations identified in our Public Tribal Transit Implementation Plan (Implementation Plan). The
purpose of the grant request was to assist with Start-up costs associated with the identified goals and objectives outlined
in the Implementation Plan. By securing the grant funds, the Sault Tribe Regional Transit Project will provide the resources
needed to expand current provider services. This will ensure reliable and equitable access to public transportation for
tribal members and community members in the seven-county service area. The Transit Program will also allow
collaboration with current providers to expand current service with additional fixed routes and schedules. These goals are
being accomplished and will continue to strengthen the program.
7.1 Community Transportation Association of America (CTAA) Technical Assistance Grant
The Tribe/Transportation Department was one of three tribes selected nationwide to receive a Community Transportation
Association of America (CTAA) Technical Assistance grant to support the implementation of the Tribal Regional Transit
Project. Technical Assistance focus areas will include Non-Emergency Medical Transportation, National Transit Database
Training, Website Development, and Marketing Support.
8.1 FUTURE FUNIDNG AND GRANT OPTIONS
Michigan Department of Transportation has a set-aside Tribal Transit Grant available. The Department intends to apply
for funds in future funding cycles to support transit programming.

1.9

Safety

9.1 SAFETY PILOT STUDY
The AAA Foundation for Traffic Safety provided $11,500 seed funding to the Sault Ste. Marie Tribe of Chippewa Indians
Transportation Department in 2012-2013 to begin implementing usRAP. Using the AAA funds, the Sault Tribe was able to
inspect 80 miles of roadway to develop Star Ratings and a Safety Investment Plan. The project's objective was to
demonstrate the effectiveness of usRAP within a tribal setting. The Sault Tribe was the first tribe in the Nation to complete

and begin usRAP. This initial project included only a portion of the Tribe’s roadway network but was completed successfully
with the Bay Mills Tribal Community.

Figure 26 Tribal Safety Analysis

10.1 UsRAP SAFETY INVESTMENT PLAN
Following the completion of the usRAP Pilot, the Transportation Department requested and received two Federal Highway
Administration Tribal Transportation Safety Grants (TTPSF) to expand the pilot study. This grant provided the opportunity
to assess an additional 420 miles of roadway within the Tribe’s network, including MDOT, county, and city routes
throughout the eastern Upper Peninsula (UP). The project involved adding 420 miles of roadway to the pilot study. It
resulted in Star Ratings and a comprehensive Safety Investment Plan for the Tribe’s entire roadway network. This project
provided the opportunity to create a multi-disciplinary steering committee that allowed us to promote the effectiveness
of usRAP to other Tribes.

Figure 27 usRAP Process

This project's benefits included identifying key emphasis areas, safety issues, and priorities. Also, the project provided the
opportunity to proactively implement preventative measures to reduce and prevent fatalities and serious injuries. The
Tribe developed partnerships with tribal, federal, state, lo, and other professions to create a comprehensive Plan to
prioritize and guide future safety efforts. The Tribe collaborated with the Michigan Department of Transportation (MDOT),
Michigan Technological University (MTU), which administers LTAP and TTAP, and the Eastern Upper Peninsula Planning
Association, which produces and manages Road soft data analysis tools utilized by MDOT and various tribes throughout
the state.
The USRAP Safety Assessment Plan was multimodal and data-driven. It identified vital emphasis areas, focusing on
engineering, education, enforcement, and emergency services. Safety strategies were identified throughout the Tribe’s
seven (7) county service areas, which included Chippewa, Mackinac, Luce, Schoolcraft, Alger, Marquette, and Delta
Counties. The following figures look at the analyzed network in each of the eleven areas and show the vehicular star ratings
for each road.
Figure 28 St. Ignace Treatment Locations

The usRAP provided an initial Based on a benefit-cost ratio for each proposed recommendation. The following two
figures show Sault Ste. Marie and St Ignace (due to higher traffic volume and denser urban areas). It was noted by Opus
International that although no treatments were recommended for Lakeshore Drive, Chippewa County, despite having a

high-risk rating and several fatal and incapacitating severe crashes over the past five years. There is a need to conduct
additional reviews by transportation engineering professionals to supplement or better guide the network screening
process.

St. Figure 29 usRAP Analysis – Lakeshore Drive

Data collection included digital video for selected roadways, and geo-referenced via an accompanying GPS data file or
Google Street view was utilized to collect the roadway feature data required. Data was of a high enough quality to identify
all of the roadway features and attributes needed to calculate a Star Rating. Local sources also collected traffic volume
data (e.g., MDOT, tribes, BIA, county road commissions, and rural task forces). Using the data collected, Star Ratings were
calculated for each roadway segment. Star Ratings were computed using the usRAP software package. Finally, this
comprehensive study provided the data and information needed to prepare a Tribal Safer Roads Investment Plan. The
Department, AAA Foundation, and Opus International prepared and presented a half-day Final Presentation session to
tribal officials, committee members, and executive staff.
1.9.1
REGIONAL SAFETY PLAN
The Department recruited Opus International, a professional consulting team, to assist with developing a Regional Tribal
Safety Plan. This far-reaching plan was funded by a grant received from the Federal Highway Administration Tribal
Transportation Safety Grant (TTPSF). This plan provided a foundation for collaboration, identifying critical areas of concern
and creating a framework to accomplish identified goals and objectives, emphasizing all 4Es (engineering, education,
enforcement, EMS). The plan's development plan was coordinated with MDOT State SHSP and promoted a cohesive
strategy that would address identified safety issues.
The Transportation Safety Plan is a comprehensive plan created by community members to address critical safety concerns,
promote safety, prevent unintentional injuries, and strive for better quality of life. The Plan is unique to our communities,
flexible, and utilizes the Four E’s: Engineering, Education, Enforcement, and Emergency Response. Our Transportation
Safety Plan provides a comprehensive framework for reducing fatalities and severe injuries on tribal, BIA, and public roads
and was developed by the Tribal Transportation Department in a cooperative process with various tribal programs and
divisions, including local, State, Federal, and private sector safety stakeholders. The Transportation Safety Plan is a datadriven, comprehensive plan that establishes goals, objectives, and key emphasis areas that integrate the 4 E’s –
engineering, enforcement, education, and emergency services.
The Plan was developed with the communities to share the importance of safety and focus on what we can do to prevent
loss of life and injury. Council Members, Staff, Elders, Youth Council, and Community Members were needed and involved
in developing this Plan. Last month's plan development included community outreach and input sessions with our elders,

youth, and community members. The Plan also conducted a comprehensive crash analysis and analyzed safety data to
help identify concerns. The facilitation aspect of the Plan development included;
 Meetings throughout the service area to identify where we were and where we want to be
 Identification of focus areas: PSAs, pedestrians, bicyclists, seatbelts, car seats, transit, texting, and driving.
 Online survey
 Clarify and Prioritize goals, objectives and tasks
Finally, the Transportation Safety Plan includes our unique Vision, Mission Statement and Goals developed with
facilitated group sessions to categorize and review propose, ordinances, and policies

1.1

REGIONAL TRANSPORTATION SYSTEMS

1.5.1 RAIL SYSTEM
The U.S. Department of Transportation Federal Railroad Administration (FRA) executes federal regulations, promotes
safety, and works collaboratively with other federal, state, and Tribal governments and agencies to promote intermodal
transportation nationwide. The Michigan Department of Transportation (MDOT) Office of Rail oversees the systems,
safety, and management of the rail facilities within the State of Michigan. The system comprises 665 miles of rail, including
freight and inter-city passenger service, with day-to-day operations contracted with Amtrak, Great Lakes Central Railroad,
Huron & Eastern Railway, Indiana Northeastern Railroad, Lake State Railway, and Norfolk Southern Railway. The Federal
Rail Administration and MDOT Office of Rail have limited freight and passenger rail within the Tribal seven (7) county
services area (see Figure 36). Passenger rail within the tribal service area is provided by the MDOT Intercity Bus System,
with contract services offered by Indian Trails (see Figure 37). Rail Grade Crossings safety and site distance at crossings
Figure 31 Michigan Rail Lines

Figure 30 Michigan Intercity Bus System

Table 5 - Federal Railroad Admin, Rail Crossing Collisions 2007-2017

Table 6 Federal Railroad Administration, Tribal Service Area, Collisions, Injuries, and Fatalities per crossing 2007-2017

Highway-Rail Crossing Collisions, Injuries, and Fatalities per Crossing
(Ranked by Number of Collisions 2007-2017)
County

Collisions, Injuries an
Fatalities

Route

Alger

1

Munising Street

Chippewa County

4

M-123, Biscuit Rd, Trombley Rd, Kincheloe

Delta County

8*

Cord 535/D Road, J.5. Road, Perkins 30.0 Road, J-31 Road
Road, South Hill Rd, Sportsman Club Rd, Danforth Rd.

Luce County

1

Newberry Ave/M-123

Mackinac County

1

South Gould City Rd

Marquette County

2

Ski Hill Rd and a Private Crossing

Schoolcraft County

2

Michibay Rd, M-77

* Three incidents happened in Gladstone on separate crossings, and three incidents happened in Escanaba on
separate crossings, one incident occurred in Bark River and one in Rock.

1.6

Ferries

Across the Tribal seven-county service area, six vehicle and passenger ferries provide access to five pristine and historically
significant islands. On the eastern region of the Upper Peninsula, the Eastern Upper Peninsula Transportation Authority
(EUPTA) operates the Drummond, Sugar, and Neebish Island Ferries. On the north shore of Lake Huron, Shepler’s Mackinac
Island and Star Line provide access to Mackinac Island, and in the central region of the U.P., the National Forrest Service
provides a ferry service to Grand Island. A brief synopsis for each island and ferry is provided below.
1.6.1 GRAND ISLAND
Grand Island became a National Recreation Area in 1990 when the Forest Service purchased the Island from the Cleveland
Cliffs Iron Co. The Forest Service has been improving camping sites and creating Mountain Bike trails throughout the island.
The East Channel light, however, is only accessible by boat. Open Memorial Day to Labor Day. Visitors can get to the island
via a passenger ferry. The ferry departs from Grand Island Landing on the mainland, located on M-28, about 3 to 4 miles
west of Munising's blinking light. Look for the Grand Island National Recreation Area signs.
1.6.2 SUGAR ISLAND
From Sault Ste. Marie, you take the Sugars Island Ferry across the St. Mary’s River to Sugars Island. The ferry leaves Sugar
Island in an hour and half-hour, from 5:00 am to 2:00 am, then 3:00 am and 4:00 am. The ferry leaves Sault Ste. Marie's
mainland for the island is on the quarter-after and quarter-before hours. From 5:15 am to 2:15 am, then at 3:15 am and
4:15 am
1.6.3 DRUMMOND ISLAND
You can catch the Drummond Island Ferry from Detour Village for a quick trip across Drummond Island. Located in Sault
Ste. Marie, the Sugar Island Ferry is your transport to Sugar Island. Operating seven days a week, their schedules can
accommodate your travel needs throughout the year.
1.6.4 NEEBISH ISLAND
The Neebish Island Ferry leaves from Barbeau to Neebish Island 7 days a week. This schedule is seasonal during early spring,
late autumn, and winter.
1.6.5 MACKINAC ISLAND
The Star Line and Shepler’s Mackinac Island ferries provide access to Mackinac Island from the mainland in downtown St.
Ignace and downtown Mackinaw City.

1.7

Freight

The Tribe is in a geographical region that includes Interstate I-75, M-28, and US-2, along with the Sault St. Marie
International Bridge, Mackinac Bridge, and Sault Locks. MDOT manages the Interstate highway system, and independent
Bridge Authorities manage the Mackinac Bridge and Sault International Bridge.

Figure 32 Michigan State Trunk-line System Map

The Sault International Bridge is noted as the most significant international trade crossing in Northwestern Ontario. It provides
direct access to the Trans-Canada Highway, I-75, Michigan Highway 28, and the Mackinac Bridge connecting Michigan
Lower Peninsula, Detroit, Chicago, and Illinois. This freight corridor is critical to the local, regional, and national economy.
It provides essential connections to promote and sustain the movement of goods and services, tourism, and all-purpose
travel. Figure 39 below shows commodities moved by truck in the state of Michigan.

Figure 33 Michigan Top 10 Commodities - IHS Research Database

Maintaining safe and accessible transportation systems ensures economic growth and sustainability. For example, MidAmerica Freight has stated that freight-related employment within Michigan is estimated at 914,440. In addition, freight
is defined as goods and items transported commercially (rail, truck, air, water).
The Sault Locks are critical to maintaining global shipping industry connections within the Midwest. Local officials have
requested funds to complete proposed upgrades to the Soo Locks, which have been ongoing for several years. The impact
of this project is critical to local, regional, and national freight and commerce. The Corp of Engineers, Detroit District Office
manages the Sault Locks. Below, we’ve included an overview of the Sault Locks provided by the Corp of Engineers. v
Figure 34 Sault Locks

The St. Mary’s River is the only connection between Lake Superior and the other Great Lakes. The water drops
approximately 21 feet over hard sandstone in ¾ mile, and this area is called Bahweting. In 1797, the first lock on the St.
Mary’s River was constructed on the north side of the rapids. Traffic grew, and vessel sizes increased; it became apparent
that a second, more giant lock was needed. In 1881, another lock was built; this Lock was 515 feet long, 80 feet wide, and
17 feet deep and had a lift of 20 feet. The Weitzel Lock design differed from other locks in filling and emptying water
through openings on its floor. All future locks at the site used this type of innovation. U.S. Army Corps of Engineers has
operated and maintained the locks ever since. In addition, within six years, the construction of the Poe Lock was started;
this lock is 800 feet long, 100 feet wide, and 21 feet deep. Finally, the Davis Lock, Sabin Lock, Second Poe Lock, and
MacArthur Lock have been added to accommodate boat sizes and shorten delays within the locks.

1.8

Marine Highway System

America’s Marine Highway System consists of our Nation’s navigable waterways, including rivers, bays, channels, the Great
Lakes, the Saint Lawrence Seaway System, and coastal and open-ocean routes. The Marine Highway Program works to
further incorporate these waterways into the more significant U.S. transportation system, especially where marine
transportation services are the most efficient, effective, and sustainable transportation option. vi The Marine Highway
Corridor connects commercial navigation throughout the Great Lakes. The M-90 Corridor includes the Great Lakes and
the Erie Canal and connecting channels, ports, and harbor. The corresponding Marine Highway Corridor benefits the
region and offers virtually unlimited capacity from Western Lake Superior to the East Coast by the Saint Lawrence Seaway.
Figure 35 M-90 Marine Highway Corridor Connecting the Great Lakes

1.9 PORTS – INTERNATIONAL AND MICHIGAN
Great Lakes Seaway Shipping Chanel includes 900 miles of shoreline on Lake Superior and over 1000 miles on Lake
Michigan. These shipping channels and the designated Marine Highway System encompassed our tribal homelands and
were once our primary mode of travel for trade and gathering. Figure 42 shows the locations and functions of the ports
located in the Tribal service area and the State of Michigan. Further, the investment and long-term sustainability of our
Great Lakes and the Great Lakes Seaway Partnership are critical to sustaining our livelihoods and promoting economic
growth. Tables 7, 8, and 9 below show the financial impacts of shipping, investments, and annual tonnage for each port in
the Tribal Service Area.

Figure 36 Functions of Michigan Ports Map

Table 7 Great Lakes Seaway Partnership Economic Impacts -2010

Jobs

Personal Income

Business Revenue

Local Purchases

Total Taxes Paid

26,819

$1.8 billion

$3.8 billion

$637 million

$520 million

Table 8 Michigan Great Lakes Seaway Investments -2013

Invested in Michigan port, terminal, and waterway infrastructure
$115 million

Table 9 Michigan Great Lakes Seaway-Annual Cargo Tonnage

Port

Annual Tonnage

Major Cargoes Handled

Drummond Island

1,075,000

Limestone, iron ore

Escanaba

3,757,000

Coal, limestone, iron ore

Gladstone

104,000

Petroleum products, non-metal minerals

Grand Haven

751,000

Sand/gravel, cement, coal, limestone, salt

Marine City

567,000

Limestone

Marquette

1,023,000

Coal, limestone, iron ore

Presque Isle and UP

8,293,000

Iron ore, coal, limestone

Sault Ste. Marie

29,381

Non-metal minerals

Stoneport

6,304,000

Limestone, petroleum products, sand/gravel, clay vii

1.10 AIRPORTS

According to the Federal Aviation Administration's Airport Facilities data, 25 airports are located within the seven counties
that comprise the Tribal Service Area. The table below provides the type, county, facility name, and owner.
Table 10 Tribal Service Area - FAA Airports and Seaplane Base

TYPE

COUNTY

FACILITY NAME

OWNER

Airport

Alger

Grand Marais

Grand Marais

Airport

Alger

Munising

Hanley Field

Airport

Chippewa

Barbeau

Franklin's

Seaplane Base

Chippewa

Drummond Island

Ashman Island

Airport

Chippewa

Drummond Island

Drummond Island

Seaplane Base

Chippewa

Drummond Island

Yacht Haven

Airport

Chippewa

Hulbert

Young's

Airport

Chippewa

Sault Ste. Marie

Chippewa County Intl

Airport

Chippewa

Sault Ste. Marie

Sault Ste. Marie -Sanderson Field

Airport

Delta

Escanaba

Delta County

Airport

Delta

Gladstone

West Gladstone

Seaplane Base

Delta

Rapid River

Ness Landing

Airport

Luce

Newberry

Luce County

Airport

Mackinac

Bois Blanc Island

Bois Blanc Island

Seaplane Base

Mackinac

Curtis

Read

Airport

Mackinac

Hessel

Albert J Lindberg

Airport

Mackinac

Mackinac Island

Mackinac Island

Airport

Mackinac

St Ignace

Mackinac County

Airport

Marquette

Ishpeming

Edward F Johnson

Airport

Marquette

Marquette

Sawyer Intl

Airport

Marquette

Marquette

South Fork

Airport

Marquette

Rock

Van Effen Fld.

Airport

Schoolcraft

Manistique

Schoolcraft County

Airport

Schoolcraft

Steuben

Bass Lake

PART TWO

LONG-RANGE TRANSPORTATION AND CAPITAL IMPROVEMENT PLAN

The LRTCP was developed using a comprehensive process established to meet current and future social, safety, health,
economic development, tourism, and employment needs. In addition, this LRTP identifies the tribal program and
department responsible for performing all duties required to carry out the BIA Transportation Program and FTA Regional
Transit Program.
The recommended ten-year LRTP for the Sault Tribe includes planning, construction, and maintenance programming to
meet the current and future economic development, housing, health, safety, and social needs of the communities within
the seven-county service area. The following sections provide detailed processes for prioritization, planning, and
implementation.
It is recommended that this LRTCP Plan be formally adopted and utilized as the foundation for planning, programming,
and budgeting transportation funds.

2.1

MISSION, VISSION, & GOALS

The primary recommendation for the Department is the continued growth, development, and sustainability of programs,
services, and grant administration within the Tribal governmental organization. The Department has experienced an
exponential increase in programming, planning, grants, and construction project management over the last ten (10) years,
and recommends that programming, administration, and services function in the current manner, with the Transportation
Planner having all administrative responsibilities of the department, including but not limited to the following: construction
project administration, grant research, management and writing, land use planning, road and bridge maintenance,
planning, and staff supervision. The Transportation Planner reports directly to the Chief Financial Officer within the
Accounting Department.
The State of Michigan’s Strategic Highway Long Range Plan partly guides the mission of the Tribal LRTCP. Still, it is designed
to reflect the unique nature of the Tribe and the areas it serves and maintains. The mission is as follows:
Develop and improve a cohesive transportation system across our Tribal nation to ensure a safe, efficient, and
welcoming environment for all tribal citizens.
This mission supports the more general vision to reduce traffic fatalities significantly, consequently reducing the
prevalence of other crash severities. This vision is:
A sustained tribal transportation network in balance with our values that provides safety and accessibility for our
Tribal Members.
The LRTP goals take the mission and vision a step further and tie them to specific plan targets in terms of absolute values
or measurable targets. The following sections define the processes, potential goals, and projects based on consultation
with the community and the Board of Directors.

2.2

LRTP IMPLEMENTATION, UPDATING, AMENDING, REVIEW AND APPROVAL

This Long-Range Transportation Plan (LRTP) is a compilation of studies. The plans recently completed for the Tribe reflect
community needs, current requirements for the Tribe and Transportation Department, and facilities. In addition, this LRTP
describes the current community, facilities, social conditions, and anticipated future developments. It is the intent that
this LRTP will be reviewed, modified, and updated annually.
To establish future LRTP updates, the Transportation Department recommends that the LRTP establish three primary
groups for future transportation infrastructure improvements: short-range (0 to 5 years), Mid-Range (6 to 10 years), and
Long-Range (11 to 20 years).

2.3

UPDATING THE LONG-RANGE PLAN

The planning processes for the LRTP include, but are not limited to, the following steps:
a. Monitoring existing conditions;
b. Forecasting future population and employment growth;
c. Assessing projected land uses in the tribal service area;
d. Identifying problems and needs and analyzing, through detailed planning studies, various transportation
improvements;
e. Developing alternative capital and operating strategies;
f. Developing a financial plan that covers operating costs, maintenance, asset management costs, and new capital
investments.

2.4

PUBLIC INVOLVEMENT

The Department will publish a notice notifying the public that the draft Long Range Transportation Plan is available for
public review, input, and recommendations. This will take place in early fall on an annual basis. When public comment
and review have been completed and information compiled, the appropriate changes, if any, will be incorporated into
the final LRTP.

2.5

BOARD OF DIRECTORS OFFICIAL REVIEW AND APPROVAL

Department staff will present relevant documents and information to the Board of Directors during an official Board
Workshop. After the official presentation and for thirty days following, information, suggestions, and requests are
gathered for incorporation into the final LRTP. Following this process, a final TIP and official resolution is presented to the
Board of Directors during a regularly scheduled meeting for official vote and approval of the LRTP. The Plan and all other
official documents are then sent to the BIA Midwest Regional Roads Program for review and approval.

2.6

INVENTORY AND EXISTING TRIBAL ROADWAY SYSTEM

The current Department facilities system is structured by developing and cataloging facilities within the Official Tribal
Inventory Log (Log). It is included in the BIA road system as part of the National Tribal Transportation Facility Inventory
(NTTFI). Surface Transportation Systems and Facilities provide access to, though, or within our Tribal lands and
communities. Transportation Planning is critical in developing and maintaining the Log. It includes public facilities owned,
constructed, and maintained by the Sault Tribe, Bureau of Indian Affairs (BIA), MDOT, Villages, Cities, Counties, or
Townships. The Inventory Log is reviewed and updated annually by Transportation Department staff to ensure accurate
and current information is included in the Tribal TIP and LRTP.
2.6.1 GENERALIZED FUNCTIONAL CLASSIFICATION
The Federal Highway Administration developed the National Functional Classification (NFC) to structure traditional
transportation planning and traffic engineering. Functional classifications group highways, expressways, arterials,
collectors, and local streets into classes. The primary focus of classifications is to safely move vehicles and traffic by
classifying roads by volume, capacity, and level of service.
2.6.2
BUREAU OF INDIAN AFFAIRS FUNCTIONAL CLASSIFICATIONS
The Bureau of Indian Affairs
 Class 1-Major Arterial roads serving traffic between two large population centers carry an average daily traffic
exceeding 10,000 vehicles per day and have more than two lanes of traffic.
 Class 2-Rural Minor Arterial roads -corridor between large population centers or link smaller communities. Generally,
it is designed for relatively high overall speeds, inter-county, or inter-state service with average daily traffic on these
roads of less than 10,000 per day. 4.
 Class 3-City Local roads - located within community boundaries and provide direct access to residential areas and
adjacent lands.
 Class 4-Rural Major Collector collects traffic from rural roads and provides service to larger towns or traffic generators
such as powwow grounds, government services, stores, health clinics, airports, docks, or other areas of importance
not served by the higher systems.










Class 5-Rural Local roads – section line and stub type roads that collect traffic for higher system roads or provide access
to schools, tourism, farming areas, small enterprises, roads, and motorized trails for forest, grazing, mining, oil,
recreation, or other similar purposes.
Class 6-City Minor Arterial streets - located within communities and connected to a central arterial system.
Class 7-City Collector streets located within communities provide access to local streets and service within residential
neighborhoods.
Class 8-Paths, trails, walkways, and other non-road projects designated for public use by foot traffic, bicycles, trail
bikes, snowmobiles, all-terrain vehicles, or other uses to provide general access to non-vehicular traffic.
Class 9 parking facilities adjacent to other transportation facilities such as routes and scenic byways, rest areas, and
other scenic pullouts, ferry boat terminals, and transit terminals.
Class 10-Airstrips that are within the boundaries of the IRR System grid and are open to the public. These airstrips are
included for inventory and maintenance purposes only.
Class 11-Overlapping routes, previously inventoried sections or sections of a road, and is used to indicate that it is not
to be used for accumulating needs data. This class is used for reporting and identification purposes only.

2.7

PRELIMINARY PROJECT PLANNING

The department facilitates and participates with various local, regional, and national committees and initiatives to promote
coordination and collaboration to ensure equitable resource distribution for our tribal members and communities. During
conceptual design, developing PS&E, the hydraulic, geotechnical, ROW, Utility coordination, permits, environmental
coordination, and safety plans & analysis are complete to ensure recommendations are included in the final design. The
Program and all divisions/programs agree that a facility's repairs, reconstruction, or construction and collaboration with
our Cultural Division and critical staff are needed.
Engineering Design reviews are completed promptly and thoroughly. Reviews include the Project Team, internal and
external review, and comments incorporated during development and final approval, review, and input from local,
regional, or state units of government that may be impacted. Final review and acceptance include review and acceptance
by the Midwest Bureau of Indian Affairs Roads office. However, the Tribe can approve plans, specifications, and estimates;
we work collaboratively with the regional BIA to ensure PS&E meets all state and federal assurances. A Notice of Intent to
Construct display ad is printed in local paper with public review and input of plans and project overviews.
Procurement includes producing necessary Request for Bids (RFB), Request for Qualifications (RFQ), and Request for
Proposals (RFP), which are conducted in collaboration with the Sault Tribe Purchasing Department. Procurement involves
an advertisement in a public paper and direct solicitation for RFB, RFQ, and RFP. The Purchasing department conducts
public bid openings at a location they determine appropriate. The transportation project team (Departments, Accounting,
Programs, BIA, Purchasing, etc.) reviews bids and completes scoring and analysis. Transportation has established extensive
construction contract management and oversight processes to ensure contract requirements are included in all RFB, RFP,
and contracts to ensure potential consultants and contractors can review and accept the criteria before performing any
work (notice to proceed). Processes for contract modifications, change orders, liquidated damages, schedules, weekly
reports, inspections, payroll reports, and safety plans are included in the general requirements section of RFBs and contract
documents.

2.8

Regional Tribal Transit Program

The Tribal Transit Program has been awarded numerous grants, including two Federal Highway Safety Administration
Grants, a Federal Transit Administration Tribal Transit Grant, Federal Highways Administration Emergency Relief for
Federally Owned Roads (ERFO), and a Community Transportation Association of America (CTAA) Technical Assistance
Grant.
The first grant focused on expanding a pilot program conducted with the AAA of Michigan, Opus International, and Bay
Mills Indian Community. This project/grant expanded the usRAP Analysis and safety study to cover our seven-county
service area; we’ve included the usRAP analysis/Project as Attachment E and the Sault Tribe Safety Plan as Attachment F.
Michigan Department of Transportation has requested and is utilizing the Tribal Safety Plan as a model/good example for
use with local units of government located in the lower peninsula of the State. Currently, the Transportation Program is

reviewing the usRAP Analysis and Safety Plan to identify critical needs and review alternative funding sources if necessary.
Finally, The Tribal Transportation Program has implemented and maintains contracts, planning, expenditure files, and
binders; these are available for review on-site.
The FTA Tribal Transit grant was received to implement the Regional Tribal Transit program. Transit programming was
initiated in 2014 with the creation of the Transit Implementation Plan. The Transportation Department received ERFO
funds to assist the Chippewa County Road Commission with the reconstruction and improvement of 1 ½ Mile Road, North
Shore Drive, East Shore Road, and West Shore Drive due to damages from the 2014 flooding event.

2.9

CONSTRUCTION & CONTRACT ADMINISTRATION

The Department has established a robust contracting, procurement, and contract management system and processes to
ensure that the public, programs, and tribal members are better served through efficiency and project performance.
Contract administration includes the production and management of various documents that, together, create a project
contract, and each component is critical to the successful completion of a project.
Various procurement documents are developed; these include Request for Proposals (RFP), Request for Qualifications
(RFQ), Request for Bid (RFB), Public Notice, Contractor Selection Criteria, and Notice to Proceed. Staff ensure needed
services are competitively bid and procured following federal procurement guidelines. Procurement is conducted in
collaboration with the Sault Tribe Purchasing Department to recruit firms and contractors specializing in planning, design
engineering, inspection, construction, and other specialized technical services and studies to perform services.
Procurement includes a notice in a public paper to solicit firms or contractors that a Request for Bids (RFB), Request for
Qualifications (RFQ), or Request for Proposals (RFP) is available for review and submission. The Tribal Purchasing
department conducts public bid openings at a location they determine appropriate. During bid openings, the Purchasing
Department determines the initial low bidder and reviews bid packets and document submittals.

• Mapping
• BIA Data
• Site Inspection
• Narrative
• Board of Directors Approval

Inventory
Update

Preliminary
Planning
• Land Use
• Survey
• Right of Way
• NEPA
• Preliminary Design

• Project Team
• Request for Proposals
• Request for Bids
• Contracts
• Contract Administration
• Project Management

Design &
Construction

2.10 DESIGN STANDARDS
Department projects, which include design, will incorporate and follow BIA, FHWA, AASHTO, and MDOT Design Standards,
MDOT Drainage Manual, MDOT Standard Plans, Michigan Manual of Uniform Traffic Control Devices, and any local
standards within the governing community. All designs will be completed in AutoCAD 2015 or a compatible version, scaled
appropriately for the task, and use bearings based on True North.

Table 11 Trail Design Guidelines

Non-Motorized Design Feature
All Pedestrian and Bicycle Signing
Pedestrian Crossings – Markings
Pedestrian Crossings - Geometrics
Sidewalks and Multi-Use Paths
Bicycle Lanes - Geometrics
Bicycle Lanes – Markings

Design Guideline Source
2011 Michigan Manual on Uniform Traffic Control Devices (MMUTCD)
2011 MMUTCD
MDOT Road Design Manual - 2004 AASHTO Guide for the Planning, Design, and
Operations of Pedestrian Facilities
MDOT Road Design Manual - 2004 AASHTO Guide for the Planning, Design, and
Operations of Pedestrian Facilities
MDOT Road Design Manual - 2012 AASHTO Guide for the Development of Bicycle
Facilities
2011 MMUTCD

To ensure facilities are designed and built to standards appropriate standards, the Department and all Professional associates
support and encourage the use of nationally recognized design standards or recommended practices of nationally recognized
organizations such as AASHTO, ITE, Urban Land Institute (ULI), and Congress for the New Urbanism (CNU). Working within these
established guidelines, our community can focus on creating and supporting our communities to preserve and promote our
Anishinaabe culture and heritage while supporting initiatives encouraging healthy lifestyles with trails, sidewalks, bike routes, and
crosswalks.

2.11 SMART GROWTH AND COMPLETE STREETS
Smart growth is a transportation planning model that promotes the development and design of infrastructure in a dense
way that promotes safe walking, biking, and transit access. Innovative Growth strategies support safe, healthy, sustainable
community development with the intent to increase social interactions. Critical to Smart Growth is promoting equitable
investments with all communities using Smart Growth Principles. Principles include mixing land uses, compact building
design, promoting a variety of housing opportunities and choices, walkable neighborhoods, encouraging a sense of place
for communities, preserving open space, farmland, and natural beauty, strengthening and supporting existing
communities with improvements and development, support transportation choices and multi-modal links (biking, walking,
transit), and finally ensure that decisions are fair, cost-effective. The Department supports Smart Growth planning by
integrating strategies and principles within each phase of infrastructure development, including Site Analysis and
Discovery, Design & Development, and Construction. Complete Streets is a way to plan and design safe infrastructure for
all ages and all users by promoting walking, biking, transit, freight, and driving (Multi-Modal) for streets and transportation
facilities. Additionally, the Department collaborates with State, Local, Regional, and Tribal inter-jurisdictional departments
to promote non-motorized projects and incorporates best practices and design elements of Complete Streets into all
planning, design, new construction, and reconstruction projects.

2.12 GRANTS OF EASEMENTS AND RIGHT-OF-WAY
The Bureau of Indian Affairs (BIA) has a fiduciary responsibility to protect tribal lands on behalf of Tribes and Tribal
landowners. Most Tribal Right-of-Way (ROW) and easements are prepared by the Sault Tribe of Chippewa Indians Tribal
Tax Office, Tribal Transportation Department, or Regional BIA Transportation office. If the land is owned by the Tribe, the
ROW or easement is granted by the Tribe with a Tribal Resolution voted on by the Tribal Board of Directors. If the lands
are held by the Bureau of Indian Affairs, the Midwest BIA Office will review and approve.

2.13 ART, CREATIVE PLACEMAKING, CULTURAL TOURISM & PRESERVATION (Public Act
247)
In 2017, ArtPlace America© published an analysis completed by an Arts & Culture team with Transportation for America
called Art, Culture and Transportation, a Creative Placemaking Field Scan. This work highlights the need for transportation
and community development to integrate art and creative design into the infrastructure planning process, usually called
Creative Placemaking.

In August 2016, the Tribe formed a preliminary Tribal Workgroup to research potential options to integrate our
Anishinaabe culture, language, and history to promote a sense of place throughout our region. Our community was
inspired by Michigan Public Act 247 (PA 247), sponsored by Honorable Senator Wayne Schmidt, and fully supports
implementing programming and beginning joint discussions with local, regional, state, and federal agencies to promote
and share our culture and use creative Placemaking along roadways, historical sites, multi-use trails, and water trails. Our
community envisions the Workgroup to include traditional knowledge keepers, council members, educators, executives,
technical staff, elders, youth, and cultural staff. Preliminary collaborative work has occurred with tribal Culture and
Language Programs, the Legislative Department, joint inter-tribal and governmental panels, the Michigan Department of
Transportation (MDOT), the United Tribes of Michigan, and the Michigan Historic Preservation Office. Transportation has
started incorporating the ideas of the act into the design stage of projects.
Section 324.72117 defines the main objective of the act as the preservation and promotion of the history of Native
Americans while collaborating with local entities and reporting. State and Federal authorities will assist and promote
partnerships to seek public and private funds, along with creating a master plan to promote and preserve the history of
Native Americans. Signage will be encouraged and recognized at places with significant Native American history. Section
324.72114 establishes a statewide Pure Michigan trial system to accommodate public recreation. Along with modifying
the trail system, signage that promotes the history of Native Americans may be placed at sites that are significant to Native
American history.
In 2025, the Department moved forward with the recruitment of Design and branding artists, graphic artists, designers,
design consultants, or firms capable of creating high-quality, engaging branding and graphics for future wayfinding signage
and placemaking solutions and developing detailed designs to enhance regional tribal identity. We are seeking artists,
designers, or design agencies that will work closely with the Tribe to create visually engaging and culturally sensitive
materials that authentically represent our mission and values.
The services will include branding and creating graphics incorporated into future wayfinding signage for vehicular and
pedestrian routes, gateways, trails, multi-use paths, recreational facilities, natural resources, and tribal facilities. The final
project will establish cohesive design standards for wayfinding that reflect the Tribe’s unique cultural, historical, and
contemporary identity. The Project will focus on the Tribal seven (7) county service area in the eastern region of Michigan’s
Upper Peninsula. This covers 19,061 square miles. The project is intended to create a consistent representative
characteristic of the Tribe with future use in signage and wayfinding, with the design of a graphically unified family of
directional, contextual, and identification signs across a range of signage mediums.

2.14

TRANSIT-ORIENTED DEVELOPMENT

Transit Oriented Development (TOD) promotes the inclusion of transit facilities (bus stops, pick-up lanes, etc.) in the
planning and construction of transportation facilities. TOD principles include roadways and transit facilities for the safety
of pedestrians and to promote connectivity and use of other modes of transportation, such as bikes with bus-mounted
bike racks. TOD encourages placing transit stops in neighborhoods and downtowns so it is accessible by walking, biking,
car, or other public transportation. Transit development is also best located close to employment centers, retail,
commercial businesses, and residential areas to ensure access and promote use.

2.15 INFRASTRUCTURE PLANNING, DESIGN & DEVELOPMENT
The Department, through guidance from the Midwest Regional Bureau of Indian Affairs, have followed established
national, state, regional, and local standards for planning, designing, and constructing facilities. The most critical of the
standards are listed below:
The Department ensures that all facilities are designed and built to standards allowed by nationally recognized design
standards or recommended practices of nationally recognized organizations such as AASHTO, ITE, Urban Land Institute
(ULI), and Congress for the New Urbanism (CNU). Working within these established guidelines, our community can focus
on creating and supporting our communities to preserve and promote our Anishinaabe culture and heritage while

supporting initiatives encouraging healthy lifestyles with trails, sidewalks, bike routes, and crosswalks. Transportation
planning involves evaluating, assessing, and designing transportation facilities (generally streets, highways, sidewalks,
trails, bridges, bike lanes, and public transit). Planning involves collaborating with stakeholders, peers, and the community
to define goals and objectives.
The Department is dedicated to preserving our way of life while planning for future roads, bridges, trails, sidewalks, water
trails, transit, and safety needs and highlights coordination and collaboration by strategically bringing together various
aspects of transportation to develop and manage our multi-modal facilities and community needs. We must also be
mindful of our membership and Tribes' unique needs; we focus on protecting and enhancing the quality of life of our
membership and communities. Inter-departmental and inter-governmental collaboration for design also strengthens our
investments in infrastructure and the many transportation processes. The investment of time and resources to maintain
the cooperation will provide the opportunity to pool resources to collect and analyze data, conduct feasibility studies that
will better prepare us to meet the health and safety of members, increase the availability of safe and walkable
communities, and complete the streets
2.15.1 PLAN SUBMITTAL AND REVIEW
Bureau of Indian Affairs and Contract Engineers under Contract with the Department are responsible for all design
submittals. Before the design phase begins, the archaeological and environmental approval applications must be
completed; the preliminary plan set will be approximately 60% complete and include the engineer’s probable cost
estimate. Next, alternatives are explored, and collaboration with utility companies in the event of any conflicts. Additional
review will occur at 90% of the partially completed final plans, incorporating any review comments from the previous 60%
plan review. Special provisions will be written for any pay items not included in the MDOT pay item code book and
maintenance of traffic. All special provisions, specifications, documents necessary for bidding, standard plans, and the
engineer’s estimate will be included in draft form for the partially completed final plan submittal. This will allow the
reviewers to incorporate changes to the plans and specifications before the bid letting. After review, a meeting can be held
to present the final design to interested or affected community members and address any concerns. The 100% complete
final construction plans and specifications will then be submitted for use in Bidding.
2.15.2 CONSTRUCTION MANAGEMENT AND MONITORING
The Department may contract with the regional BIA for services with a Retained Services Addendum or hire an outside
engineering consultant to assist with Bidding, Construction Management, and Construction Monitoring.
The construction process begins with bidding on the project through Sault Tribe Procurement utilizing specific Contract
language prepared by Transportation and the technical bidding documents prepared by the Consultant. When the bidding
process is complete and a contractor has been chosen, preconstruction meetings are held
with the Tribe, BIA, Engineer, Contractor, local governing officials (if necessary), and affected utility company
representatives. Further, the project team will ensure the public knows of any project affecting their daily lives. Informing
residents early about any accessibility issues due to a construction project is vital to ensure the project is successful for
everyone involved. Construction observation is generally conducted full-time, utilizing MDOT’s Standard Specifications for
Construction, the Materials Sampling Guide, and the final construction plan set. Progress meetings are held throughout
construction to keep the Project Team. Finally, construction files, including IDRs, work orders, contract modifications,
construction items, tested material records, weekly progress reports, authorizations, time extensions, shop drawings, and
all correspondence, will be kept. When construction is complete, as-built surveys of the project area are completed by the
Engineer for use by the Tribe, and as-builts are provided in AutoCAD and PDF format.

2.16 PROJECT PRIORITIZATION
2.16.1 CRITERIA AND EVALUATION MEASURES
The Department will use the following criteria and evaluation measures to prioritize projects.
ROAD CONDITION PASSER RATING POINTS
Description

Condition Rating / Points
9 & 10
8
7

No Maintenance
Little or no maintenance
Routine Maintenance, crack sealing, minor patching
Preservative treatments (seal coating)

5&6

Structural improvement (overlay, recycling)

3&4

Reconstruction

1&2
SCORE

The safety category is intentionally non-specific. The Transportation Program and Workgroup can decide what level of
calculations/comparisons and the format for each project. When public safety would be jeopardized by not taking
immediate action, the Transportation Program and Workgroup may use observation to provide points and include
comments.
The Transportation Program utilizes the Michigan Department of Transportation (MDOT) Pavement Surface Evaluation
and Rating (PASER) system and the Roadsoft condition rating system. This system will be used to rate facilities in the TIP.
Traffic Volume: Average Daily Traffic (ADT) volume will be reviewed and incorporated into the Safety analysis if ADTs are
available for the route/road. Additionally, the Transportation Planner may add comments regarding bicycles, transit, or
pedestrians since ADT does not address these categories individually. If ADT counts are unavailable for project sites, the
Transportation Planner uses Audits and observation and provides comments.
The project should demonstrate a correlation between the proposed improvements in vehicle and pedestrian/bicyclist
safety. Examples of improvements may include reducing accident rates and accident severity, sidewalks, trails, rumble
strips, and striping. Reduction of accident rates and accident severity; sidewalks, trails, rumble strips, crosswalk
implementation, signalization; and speed reduction and actions that increase safety.
SAFETY
Category

Points
1
2
4

Crash frequency and severity
usRAP analysis
Safety Plan
In circumstances where public safety would be jeopardized by not taking immediate action, the
Transportation Department may use observations to provide points and include comments

6
SCORE

REGIONAL / COMMUNITY BENEFITS
Criteria
Provides critical connection between 2 or more areas, such as Tribal Housing and a Health Center,
Education Center, or downtown
Service Improvements (maintain and extend the level of service), (enhance mobility, access, or
preservation)

Points
1
2

Serves a significant employment center such as a Casino, Health Center, Clinic, or other employer
Benefits economic development, neighborhoods, Tribal residential areas, or other regional public
facilities such as hospitals, schools, parks, or cultural centers
SCORE
ALTERNATIVE TRANSPORTATION
Category
Provide a bicycle or pedestrian facility that forms part of a more considerable pedestrian or bicycle
system or improve accessibility to/from a transit station.
Shelters, access to bus stops, sidewalks, crosswalks, lighting, median refuge, signage, connectivity of
multi-use paths, inclusion in the NMTP and Transit Plan
Bicycle racks, lights, signs, and waterways.
When public safety would be jeopardized by not taking immediate action, the Transportation Program
and Workgroup may use observation to provide comments.
SCORE
TRAILS, SIDEWALKS, MULTI-MODAL PATHS
Criteria
Has support based on public outreach or a public participation meeting
Included in Non-Motorized Transportation Plan, Safety Plan, or Transit Plan
Sustainability/longevity of improvement
Benefits economic development, neighborhoods, or Tribal residential areas

4
6

Points
1
2
4
6

Points
1
2
4
6
SCORE

Funding may be used for Cooperative Agreements with local, regional, and state governments and agencies.
This category reviews projects that promote one or more of the following.
COOPERATIVE AGREEMENTS
Criteria
Benefits special needs of a Tribal Community and underserved/under-represented area
Sponsorship by multiple Divisions, Programs or Officials
Has support based on public outreach or a public participation meeting
Anticipated economic benefits

Points
6
4
2
1
SCORE

2.17 PRIORITIZATION PROCESS
The following scoring criteria to rank projects for inclusion in the annual Transportation Improvement Plan (TIP). The TIP
is a multi-year project plan establishing projects the Tribe identified as necessary for capital improvements. Project
evaluation and prioritization consist of the following three (3) steps: Step 1- Project Identification, Step 2- Project
Screening, Step 3- Project Evaluation and Technical Review.
Step 1—Project Identification: The first step in the process is to identify the pool of active and potential projects that are
candidates for evaluation and prioritization. For each yearly TIP update cycle, Transportation staff identify projects based
on information and input from various sources.
• Projects Identified within the Tribe (Departments, Programs, Officials, Membership).
• Projects committed through the existing plans (safety, non-motorized, transit).
• Projects committed through existing cooperative agreements
• Projects submitted by local or state agencies within the service area
• Annual listing of safety, operational, or enhancement projects, etc.
Step 2- Project Screening: potential projects are screened by Transportation staff to determine each project’s basic
feasibility. Key considerations include local support and potential engineering problems posing significant obstacles to
project implementation. The screening of each project addresses the following:
• Projects are reviewed for consistency with Tribal transportation and land use growth plans.
• The project has any known or documented constructability, implementation, or community support problems affecting
project implementation.
This review process will determine whether to move a project forward. Previously supported projects in the existing TIP
may be re-evaluated in light of the current planning environment.
Step 3—Project Evaluation and Technical Review: The general approach to evaluating projects for inclusion in the TIP
involves assessing each project against a set of goal-based criteria and using the results to determine its importance.
Transportation staff complete this preliminary evaluation.
• Projects listed receive project evaluation and technical review, which are considered the first step in this process.
• Other projects are evaluated based on the LRTP's goals, objectives, and appropriate technical data and criteria.
• The technical evaluation of a project is designed to be objective measures using data readily available (if available for
the project site).

Figure 37 Project Review Sheet

2.18 NON-MOTORIZED TRANSPORTATION RANKING MATRIX AND PROCESS
Table 12 Non-Motorized Transportation Ranking and Cost Levels

Tribal
Plan
Yes

Local
Plan
No

MDOT
Plan
No

Yes

No

No

Yes

No

No

Tribal
Plan

Local

MDOT

• Add sidewalks proposed within the Kinross Non-Motorized
Plan.
• New sidewalks – sidewalks five ft wide
• Existing sidewalks – When reconstructing, build five ft
sidewalks.
• Provide a marked crossing across Country Club Drive at
Blueberry Road.

Yes

Yes

No

Yes

No

No

Yes

No

No

2d. Limited sidewalk with
Community Center &
Commercial Areas
2e. High Speeds in Housing
Development
Manistique

• Add non-motorized connections proposed within the Kinross
Non-Motorized Plan.

Yes

Yes

No

• Conduct a traffic calming study within the neighborhoods to
determine its feasibility.
Improvement

Yes

No

No

Local

MDOT

3a. Limited non-motorized link
between housing area &
casino/health center

• Provide road non-motorized trail: preferred, or Paved
Shoulders for River Road between the tribal community and
US-2:
• Connect existing paved shoulders on US-2 between River Road
and the casino/health center.
• Evaluate opportunities to improve transit service between the
housing area and the casino/health center.
• Construct a sidewalk linking the health center and casino.
• Construct a trail loop on the casino/health center site.

Tribal
Plan
Yes

No

No

Yes

No

No

Yes

No

No

Tribal
Plan

Local

MDOT

• Build sidewalks within the housing area.

Yes

No

No

• Build a connection between the casino and regional trails like
the North Country Trail.

Yes

No

No

Tribal
Plan

Local

MDOT

Hessel

Improvement

1a. Lack of Sidewalks in Housing
Development

• Construct sidewalks to Nopaming Drive
• Construct a sidewalk connection between Nopaming Drive,
the health center, and the casino.
• Provide one of the following alternatives for Three Mile Road
between the tribal community and the Village of Hessel: An
off-road, non-motorized trail – preferred, Paved Shoulders

1b. Lack of non-motorized
connection with the Village of
Hessel
1c. No link between the
campground and the casino

Kincheloe
2a. Lack of Sidewalks & High
Speeds
2b. Narrow sidewalks in the
housing area
2c. Crossing Country Club Lane
to access Dukes Lake

3b. No sidewalks and trails
around the casino/health center
3c. Lack of Sidewalks & High
Speeds in Housing Dev.
Munising
4a. Lack of Sidewalks in Housing
Development
4b. No connection between the
Casino and Regional Trails
Newberry

• Add a marked crossing on Three Mile Road across from the
casino.
• Move crossing closer to Casino, which has limited visibility for
northbound drivers.
• Add sidewalk link to the west side of Three Mile Road between
campground and crossing
Improvement

• Construct sidewalks within the housing area.
• Conduct traffic calming study within neighborhoods to
determine feasibility.
Improvement

Improvement

5a. Lack of Sidewalks in
Housing Development

5b. Lack of Multi-Purpose trails

• Build sidewalks within the housing area.

Yes

No

No

• Build a multi-purpose trail within the housing area.

Yes

No

No

Local

MDOT

No

No

Sault

Improvement

Tribal
Plan
Yes

6a. High Speeds in Tribal
Housing Dev.

• Conduct a study to determine the feasibility of calming down
traffic along Shunk Road and Ice Circle Drive.

6b. Odenaang Trails

• Build multi-purpose trails at Odenaang Development

Yes

No

No

6c. Non-motorized access and
safety on Shunk Road near the
casino

• Install continuous sidewalk along the east side of Shunk Road
in front of the casino

Yes

Yes

No

• Build improved separation between sidewalk and roadway
near Mid-Jim.
• Install gateway treatments to manage speeds on Shunk Road
north and south of the casino.

Yes

Yes

No

Yes

No

No

• Provide a bike route on Shunk Road
• Provide a crossing on Shunk Road near the casino. Provide a
pedestrian refuge at the crossing.
• Install the proposed trail along Ashmun, which is outlined in
the City’s non-motorized plan

Yes
Yes

Yes
No

No
No

Yes

Yes

No

• Provide a sidewalk on the north side of Marquette between
the school and Shunk Road.

Yes

Yes

No

6f. Pedestrian crossings in
casino parking lot

• Remove stop signs and provide raised crossings.

TBD

No

No

6g. Pedestrian safety in the alley
behind the administration
building

• No suggestions

TBD

N/A

N/A

Tribal
Plan

Local

MDOT

6d. Limited non-motorized
connections to the Health
Center
6e. Pedestrian safety near JKL
Bahweting School

St. Ignace

Improvement

7a. Lack of sidewalks & high
speeds in housing areas

• Provide sidewalks within the housing areas.

Yes

N/A

No

7b. Pedestrian crossing near
casino

• Build sidewalk connections to the housing area along Spring &
Dickenson Street.

Yes

N/A

No

7c. Limited bicycle facilities on I75BL north of Downtown St.
Ignace.
7d. Limited non-motorized
connection between Housing &
Mid-Jim.
7e. Limited pedestrian
connection between casino &
housing area.
7f. Limited pedestrian facilities
connecting the Health Center to
the sidewalk on I-75BL

• Utilize a r

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Source: Frix Law Library, https://www.frixlaw.com/law-library/documents/tribal%3Asault_ste_marie%3A79105a16c772a9e7. Public record. Not legal advice.