B737-400 GPWS ALERT AND ESCAPE MANEUVER NEAR SIT; AK.

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WE TOOK OFF TO SITKA; AK (SIT); VIA THE MARMN 2 DEP WITH RODMN TRANSITION AND FROM THERE CLRED VIA THE CROWW 2 ARR FOR THE RWP RWY 11 APCH. SHORTLY AFTER BEING ESTABLISHED ON R1022; ATC ADVISED TO HOLD FOR A MEDIVAC ACFT INBOUND TO SIT. CAPT SELECTED THE PRESENT POS IN THE HOLD FUNCTION OF THE FMC. AT THAT POINT; MY GUESS WOULD BE THAT WE WERE 1/2 WAY BTWN MARMN AND RODMN. WE WENT ONCE AROUND THE HOLD AND WERE TOLD; 'YOU ARE CLRED TO SIT VIA DIRECT HAWRD AND THE REMAINDER OF THE RWP TO RWY 11. AT THAT POINT WE WERE AT 16000 FT AND THE CAPT SELECTED DIRECT HAWRD INTXN. I CHKED THE MORA FOR OUR POS AND SELECTED IT. AS WE APCHED ABEAM RODMN; ATC ADVISED TO CALL THEM OVER RODMN. I REPLIED THAT WE HAD BEEN CLRED DIRECTLY TO HAWRD. THERE WAS NO REPLY; AND THE CAPT TYPED IN RODMN IN THE FMC AND WE MADE A 90 DEG R TURN TO PUT OURSELVES RIGHT OVER IT. AS WE APCHED 10000 FT PER OUR CHKLIST WE PRESELECTED ZERO FT IN THE MCP ALT WINDOW. THE DSCNT PAGE AND EHSI SHOWED US SLIGHTLY ABOVE IDEAL FLT PATH. APPROX 2 MI PRIOR TO HALEX AROUND 3000 FT; WE HEARD 'TERRAIN; TERRAIN; PULL UP; PULL UP.' WITHOUT ANY HESITATION; THE CAPT APPLIED MAX PWR AND PITCHED UP AND PRESSED TOGA SWITCH (EVEN THOUGH IT DID NOT GIVE HIM GUIDANCE SINCE WE WERE ABOVE 2000 FT). AFTER THE ALERT WENT AWAY; WE WERE ABLE TO RECONFIGURE THE ACFT SO AS TO PUT US BACK ON THE PROFILE OF THE APCH. THE REMAINDER OF THE FLT WAS UNEVENTFUL. I THINK THE CTLR SHOULD HAVE CLRED DIRECTLY TO RODMN THEN VIA THE CROWW 2 ARR TO THE RWP 11 IN SIT. THE LEG SEGMENT BEING SO SHORT AND THE WORKLOAD SO HIGH; WE FAILED TO NOTICE THIS REQUIREMENT. ALSO; I FIND IT AWKWARD TO SEE AN IAF ON AN ARR PLATE AND YET THIS IAF IS NOT PUBLISHED ON THE SIT RWP RWY 11 APCH. THAT MIGHT HAVE ALSO HELPED IN THE MATTER. THE ANP DURING OUR FLT WAS 0.06 NM AND THE ALTIMETER SETTING 29.44. ACCORDING TO OUR MAP WE WERE RIGHT ON COURSE. I DON'T KNOW WHAT MIGHT HAVE TRIGGERED THE GPWS.