SR 3 Gorst Area Planning and Environmental Linkages Study Results

Welcome to our online open house!

Here you will learn more about and comment on the State Route 3 Gorst Area Planning and Environmental Linkages (PEL) Study and its results.

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Study overview

The Washington State Department of Transportation, in partnership with the Federal Highway Administration, is conducting a PEL study to look at State Routes 3, 16, 166 and 304 in the Gorst area. The WSDOT study team will use the PEL study to explore ways to improve transportation in the area. Since beginning the study in 2024, the team developed transportation solutions that align with Washington State's transportation system policy goals: preservation, safety, stewardship, mobility, economic vitality and environment.

What is a Planning and Environmental Linkages study?

A Planning and Environmental Linkages study is a collaborative approach to transportation decision-making. This approach identifies environmental, community and economic goals early in the transportation planning process. This allows WSDOT to consider potential benefits or challenges a future project may pose to the natural, built and cultural resources in the study area.

Study area

Gorst is an unincorporated community in Kitsap County where SR 3, SR 16 and SR 166 meet. These highways are the only land routes that connect southern and northern Kitsap County. SR 3 is the main route to the Hood Canal Bridge and the Olympic Peninsula. Because of this, traffic in Gorst affects travel across the region.

There are many factors to consider when developing transportation and environmental solutions in this area. Local community concerns include congestion, safety, access and system resiliency.

How to participate

This online open house shares information about the PEL process, draft study findings and next steps. Your comments will help inform the final PEL recommendations that will move forward into the National Environmental Policy Act (NEPA) review phase.

Please review the following information to learn more about the project. Share your questions and comments through our surveys below.

The online open house is available July 14 through August 4, 2026.

Join us at the in-person open house

Where: South Kitsap High School Gym, 425 Mitchell Avenue, Port Orchard, WA 98366
When: Wednesday, July 22, from 4:30–6:30 p.m.

The in-person open house event will include the same information as the online open house. No formal presentation will be given, and guests may arrive at any time during the event.

Study area map

Map of the SR 3 Gorst PEL study area, with the SR 3 corridor highlighted in orange through Bremerton, Gorst and Port Orchard in Kitsap County. The SR 3 Gorst Area PEL Study area in Kitsap County.

Project limits map

Map of the SR 3 Gorst PEL study area showing five numbered study limits: Division Ave W/SR 3, SR 3/Loxie Eagans Boulevard, SR 3/SR 304 Interchange, SR 166 west of the Kitsap Marina, and Tremont St W/SR 16.

The project limits for the PEL study are from the intersection of SR 3 and Division Avenue West, just north of the SR 3/West Loxie Eagans Boulevard interchange, just east of the SR 3/SR 304 interchange, SR 166 just east of the Kitsap Marina and the SR 16/Tremont Street West interchange.

Alternative screening process and findings

WSDOT developed a range of alternatives for evaluation during the PEL study. Alternatives include options and upgrades that may improve transportation conditions in the study area.

The study team used a two-level screening process. This was to assess how well each alternative meets the Purpose and Need, supports study goals and avoids or minimizes potential effects on the environment.

Initial screening (Level 1) is the preliminary, high-level analysis of all alternatives.
Detailed screening (Level 2) is a more in-depth analysis of the alternatives.

This screening process is now complete. WSDOT is working with the community and study partners to develop final recommendations that will move forward into NEPA. NEPA is the federal process that requires agencies to study and disclose how a proposed project could affect the environment and communities before making major decisions.

Initial (Level 1) screening results

Map of SR 3 Gorst Area route alternatives (A through E) studied during the initial (Level 1) screening phase.

Alternatives studied during initial screening.

The Level 1 screening (PDF 1.5MB) studied the alternatives at a high level. Results helped narrow down alternatives based on feasibility and how well they met the study's Purpose and Need. Initial screening alternatives include:

Alternative A: Widen SR 3
Alternative A-1: Widen SR 3 with Gorst elevated roadway
Alternative A-2: Widen SR 3 with Gorst frontage roads
Alternatives B-1, B-2 and B-3: Windy Point Bridge partial bypass
Alternative C: Ross Point Bridge full bypass
Alternative D: Inland full bypass
On-corridor active transportation facilities
Off-corridor active transportation facilities

During initial screening, the study team identified necessary changes and fatal flaws for certain alternatives:

Eliminate Alternative B-1 due to fatally flawed construction and maintenance issues.
Eliminate off-corridor active transportation facilities due to substantial property impacts.
Modify Alternative A-1 to reduce construction effects in the Gorst area.
Develop an additional C alternative alignment to avoid the Kitsap Umbrella Mitigation Bank and contaminated sites.

Detailed (Level 2) screening results

Map of SR 3 Gorst Area route alternatives (A, A-1, A-2, B-2, B-3, C-1, C-2, and D) studied during the detailed (Level 2) screening, including planned and proposed roundabout locations.

Alternatives studied during detailed screening.

The Level 2 screening (PDF 3MB) studied the alternatives in more detail. The study team looked at a few factors: Is this alternative workable? What are the construction impacts? What are its maintenance needs? Is it consistent with planning at the local level? The study team included on-corridor active transportation facilities in the alternatives during the Level 2 screening.

Detailed screening alternatives include:

Alternative A: Widen SR 3
Alternative A-1: Widen SR 3 with Gorst elevated roadway
Alternative A-2: Widen SR 3 with Gorst frontage roads
Alternative B-2: Windy Point Bridge partial bypass west
Alternative B-3: Windy Point Bridge partial bypass east
Alternative C-1: Ross Point Bridge full bypass
Alternative C-2: Windy Point Bridge full bypass
Alternative D: Inland full bypass

Results are featured in detail in the following sections.

Study results

After completing the screening process, three alternatives best met the study's Purpose and Need. They also avoided major effects on the environment and community:

Alternative A: Widen SR 3
Alternative B-3: Windy Point Bridge partial bypass east
Alternative C-2: Windy Point Bridge full bypass

Color coded matrix showing Level 2 screening results for eight SR 3 route alternatives across six performance categories: Mobility, Safety, Resiliency, Funding and Property Impacts. Colors range from red (low) to dark blue (high).

Matrix of Level 2 alternatives analysis results.

Project note: WSDOT has been in consultation with the Suquamish Tribe throughout the study regarding the project's potential impacts on the Tribe's Treaty fishing rights. WSDOT is committed to continuing this consultation to explore ways to avoid and/or minimize impacts. This includes working with the Tribe as project details become available to identify an alternative that best protects Treaty resources and fishing activities. Studies on a bridge alternative have proceeded with the understanding that the Suquamish Tribe has not determined if a bridge can proceed without unacceptable impacts to Treaty fishing.

Alternative A: Widen SR 3

Alternative A widens SR 3 from two to three lanes in each direction between SR 304 and Gorst. It keeps the existing highway and improves congestion in Gorst by updating driveway access. The existing ramps at the SR 3/SR 16 interchange do not change. The U.S. Navy Railroad Bridge over SR 3 is replaced.

A shared use path for people walking and using a device with wheels is located along SR 3 and SR 16 from the Loxie-Eagans interchange to the Tremont Street interchange. The path includes connections to the West Sam Christopherson Avenue roundabout, sidewalks and bike lanes in Gorst.

Map of Alternative A (Widen SR 3) showing the proposed widened at-grade highway and planned roundabouts near Gorst with two rendered views of the highway: one looking north or south along the widened highway with a shared-use path, and one looking northeast showing the proposed roadway with a rail line and shared-use path alongside.

Roadway Alternative A widening SR 3.

Map showing proposed active transportation facilities for Alternative A along the SR 3 corridor from Bremerton through Gorst to Port Orchard, including a shared-use path, active transportation improvements and connections such as bike lanes and sidewalks, a proposed arterial and roundabouts.

Active Transportation for Alternative A.

The alternative builds on existing highway infrastructure to improve mobility, safety and access. The study team found high performance for Alternative A based on screening criteria:

Mobility: Moderate mobility improvement, including some reduction in traffic diversion to local streets. Freight mobility would improve, though some congestion would remain.
Safety performance: Some improvement, though regional and local traffic remains combined on the same roadway through Gorst.
Resiliency: Minor improvements to resiliency, though some areas remain vulnerable to flooding.
Access: Minimal access improvements in the Gorst commercial area.
Funding: Results show this alternative is the most likely to receive funding in the near term. Alternative A can be built in phases.
Property impacts: Results show Alternative A would have moderate to high property impacts. The team will continue to study these potential impacts during NEPA.

Alternative B-3: Windy Point Bridge partial bypass east

Alternative B-3 constructs a new bridge with two lanes in each direction across Sinclair Inlet. This connects SR 16 and SR 3 and provides a bypass for north–south regional traffic. The existing SR 3 roadway between Gorst and the bridge's north end provides an arterial roadway for trips between Belfair and Bremerton. Alternative B-3 replaces the Navy Railroad Bridge and upgrades SR 3 through Gorst with added lanes and new roundabouts. These upgrades reduce congestion and improve traffic flow.

A shared use path for people walking and using a device with wheels is located on the bridge and along the SR 3 roadway.

Map of Alternative B-3.

Map showing proposed roadway and active transportation facilities for Alternative B-3 along the SR 3 corridor from Bremerton through Gorst to Port Orchard, including a shared-use path, active transportation improvements and connections such as bike lanes and sidewalks, a proposed arterial and roundabouts.

Active Transportation for Alternative B-3.

The alternative improves mobility, safety and access. It maintains access for boat traffic. The study team found high performance for Alternative B-3 based on screening criteria:

Mobility: Highest mobility improvement across alternatives. Alternative B-3 relieves heavy traffic in Gorst by reducing the trip length on SR 3 by approximately two miles. This would decrease traffic diversion to local streets.
Safety performance: Improved by separating regional and local traffic. It also reduces the roadway curve on the bridge, which increases safety.
Resiliency: Improves resiliency by raising the elevation of the roadway. This also helps reduce impacts from coastal storm flooding and seismic activity.
Access: Improves access to local businesses by reducing congestion and improving safety in the Gorst commercial area.
Funding: Results show this alternative has a moderate likelihood of receiving near-term funding and can be built in phases.
Property impacts: Results show Alternative B-3 would have moderate to major property impacts. The team will continue to study these potential impacts during NEPA.

Alternative C-2: Windy Point Bridge full bypass

Alternative C-2 constructs a new bridge across Sinclair Inlet with three lanes in each direction. The new bridge connects SR 16 to SR 3 and SR 304. This option provides new access to Gorst, Belfair and south Kitsap County. All regional traffic crosses Sinclair Inlet on the new bridge. The existing SR 3 roadway would be repurposed for local access and active transportation. The design adds roundabouts to improve traffic flow.

A shared use path for people walking and using a device with wheels is located along the bridge and along the SR 3 roadway.

Map of Alternative C-2.

Map showing proposed roadway and active transportation facilities for Alternative C-2 along the SR 3 corridor from Bremerton through Gorst to Port Orchard, including a shared-use path, active transportation improvements and connections such as bike lanes and sidewalks, a proposed arterial, roundabouts, a proposed permanent closure for regional traffic, and a proposed interchange.

Active Transportation for Alternative C-2.

The alternative improves mobility, safety and access. It maintains access for boat traffic. The study team found high performance for Alternative C-2 based on screening criteria:

Mobility: High mobility improvement. Alternative C-2 relieves heavy traffic in Gorst by reducing the trip length on SR 3 by approximately two miles. However, it does increase the length of some trips.
Safety performance: Improves safety performance by separating regional and local traffic. It also reduces the curve on the bridge, which increases safety performance.
Resiliency: Improves resiliency by raising the elevation of the roadway. Improvements would be built to minimize seismic vulnerabilities.
Access: Improves access to local businesses by reducing congestion and improving safety in the Gorst commercial area.
Funding: Results show this alternative is less likely to receive near-term funding and is less suitable for phased construction.
Property impacts: Results show Alternative C-2 would have moderate property impacts. The team will continue to study these potential impacts during NEPA.

Alternatives no longer under consideration

Based on initial Level 1 and detailed Level 2 screening results, several alternatives are no longer being considered for advancement into NEPA. WSDOT removed these alternatives from further study due to major impacts or limited performance improvements.

Alternative A-1: Widen SR 3 with Gorst elevated roadway

Eliminated due to minimal mobility improvement and major community impacts. The elevated roadway would bisect the Gorst community and displace residences and businesses.

Map of Alternative A-1.

Alternative A-2: Widen SR 3 with Gorst frontage roads

Eliminated due to business community concerns about the elevated structures. Businesses were concerned people would not notice them or be able to access them.

Map of Alternative A-2.

Alternative B-1: Windy Point Bridge partial bypass tideflats

Eliminated due to concerns about construction impacts and long-term bridge maintenance.

Map of Alternative B-1.

Alternative B-2: Windy Point Bridge partial bypass west

Delivered strong mobility and resiliency benefits but was eliminated due to major impacts on Tribal fishing areas and residential properties at Windy Point.

Map of Alternative B-2.

Alternative C-1: Ross Point Bridge full bypass

Performed well for mobility and resiliency but was eliminated due to potential impacts to Tribal fishing areas and Ross Point Beach. It would also have substantial impacts on Kitsap Umbrella Mitigation Bank sites.

Map of Alternative C-1.

Alternative D: Inland full bypass

Eliminated due to significant community impacts and residential property displacements. It would also affect wetlands draining into Sinclair Inlet.

Map of Alternative D.

Off-corridor active transportation facilities

Eliminated due to potential for substantial property impacts. It would also add trip length and difficulty for facility users from the hilly terrain.

Map of off-corridor active transportation facilities.

WSDOT considered additional design concepts during preliminary analysis that did not move forward for further analysis. These include:

Machine-bored tunnel.
Cut-and-cover immersed tunnel.
Extensive inland bypass.
Roundabouts on SR 3 as a stand-alone solution.
Passenger rail on the U.S. Navy freight railroad track.
Active transportation-only bridge across Sinclair Inlet.
Floating bridge across Sinclair Inlet.
Southbound flyover ramp from SR 304 to SR 3.
Long-span suspension bridge across Sinclair Inlet.

The study team found these concepts to have fatal flaws due to cost, constructability, environmental impacts, property displacement and feasibility.

Background

Gorst is an unincorporated community in Kitsap County where SR 3, SR 16 and SR 166 meet. Traffic in Gorst affects travel across the region.

The roads in this area face several risks. They do not meet current standards for withstanding seismic events such as earthquakes and tsunamis. They are also vulnerable to natural disasters and the effects of storm flooding and high tides.

SR 3 is also important for national security. Naval Base Kitsap–Bremerton, the Navy's third largest fleet center, connects to SR 3 through SR 304. The highway also serves other Department of Defense facilities north of Bremerton.

Funding

The Washington State Legislature committed $75 million of state and federal funding over several years. This funding supports the PEL Study, NEPA environmental review, right-of-way acquisition and preliminary design. At this time, no construction funding has been identified.

Timeline

WSDOT began the PEL phase in June 2024 and expects to complete it in March 2027. Throughout the study, WSDOT will continue to engage Tribes, advisory groups and the public to help shape the study's final recommendations.

Engagement during PEL

Community and partner engagement play a critical role in the PEL process. Comments and feedback from the community and study partners help guide the SR 3 Gorst Area PEL Study. WSDOT engages key partners and groups, including:

Tribal nations
Community-based organizations that represent vulnerable populations in the area
Federal, state and local agencies
Active transportation and public transit groups
Local businesses

During the PEL study, WSDOT convened community, executive and technical advisory groups. WSDOT also hosted briefings, neighborhood community outreach events and in-person and online open houses.

The Suquamish and Skokomish Indian Tribes' ancestral lands include the Kitsap Peninsula. The Tribes are essential partners and guide the study team on design concepts and considerations. Tribal partners share knowledge about cultural resources, historical sites, land and fishing rights. WSDOT also invites Tribal partners to participate in the study's executive and technical advisory groups and is in formal consultation with the Suquamish Tribe.

Overview of PEL process

A PEL study uses a collaborative approach to transportation decision-making. A PEL identifies environmental, community and economic goals early in the planning process.

The PEL study aimed to:

Define the Purpose and Need for transportation improvements.
Develop and screen alternatives for improvements.
Create a plan that supports the transition into the environmental review phase.

As part of this work, WSDOT engaged Tribal nations, local governments, transit and resource agencies, and vulnerable populations and overburdened communities in the study area. This early engagement helped WSDOT identify a Purpose and Need, analyze a range of multimodal alternatives that would improve transportation conditions in the study area and examine the potential environmental impacts of those alternatives.

Key benefits of the PEL process include:

Identify potential environmental benefits and impacts early in project development.
Build a strong foundation with key partners and community members.
Understand community concerns early.
Support future project scoping.
Prioritize project and funding needs early.

Purpose and Need

The first step in the PEL process is to define the study's Purpose and Need. The purpose describes what the study aims to achieve. The need explains the transportation issues that must be addressed. Together, they guide the development of evaluation criteria and shape how alternatives are compared. You can read more about details related to the Purpose and Need in the Purpose and Need Technical Memorandum (PDF 624KB).

Based on existing conditions and needs, the SR 3 Gorst Area PEL Study purpose focuses on:

Mobility: Reduce congestion and delay for all vehicles and improve how many people can move through the corridor.
Safety performance: Lower the number of serious and fatal crashes, and create safer conditions for people who walk, bike, use mobility devices and drive through the area.
Active transportation: Provide access for people walking, biking and using mobility devices in the area with connections to local active transportation facilities.
System resiliency: Design for the future by accommodating expected growth in travel demand.

Improving mobility is a key purpose of this study. Future travel demand is expected to worsen congestion during peak commute times. By 2035, travel times through Gorst would more than double. By 2050 they would be roughly three times higher than they are today.

What we studied during PEL

WSDOT identified key focus areas for the study by reviewing previous studies, collecting new data and exploring transportation and environmental existing conditions. Consultation with the Suquamish Tribe and the Skokomish Indian Tribe also shaped key focus areas.

Aerial photo of SR 3 through Gorst at low tide.

Aerial view of the Gorst commercial area and Sinclair Inlet.

Existing conditions

WSDOT evaluated current transportation and environmental conditions in the study area to understand how the system functions today and how it may perform in the future. Key existing conditions findings include:

There is significant congestion on northbound SR 3 during morning commute time and southbound SR 3 during afternoon commute time. Heavy traffic is influenced by Naval Base Kitsap–Bremerton employee travel and Washington State Ferries arrivals and departures.
The SR 3 corridor has no continuous facilities for people walking or biking through the area, also known as active transportation. There are few safe crossing opportunities for people walking or rolling.
Mason Transit and Kitsap Transit both serve the study area.
SR 3 and SR 16 cross several streams with native fish species.
The area is vulnerable to flooding and storm surges.

These existing conditions confirm the need for improvements recommended by the PEL study.

Next steps

As the PEL study concludes, WSDOT will carry its findings forward into the NEPA environmental review process. Through the NEPA process, WSDOT will take a deeper look at potential environmental benefits and impacts and refine the range of alternatives. Engagement with Tribal nations, agencies and the community will continue.

WSDOT plans to finalize the PEL study in spring 2027. The draft PEL Study Report will be available in late 2026 and will include a 30-day public comment period. After WSDOT concludes the PEL study, we will carry the PEL findings forward into the NEPA environmental review process.

Stay involved to receive study updates and news on the draft PEL report.

Send questions and comments to the study email: SR3GorstArea@wsdot.wa.gov
Visit the study website for the latest information.
Sign up for email updates from the study team.

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