cranbrook to baynes lake, bc tct route proposal
DESCRIPTION
This 2005 PPT/Photo Album outlines the rational that Trails BC used in rerouting the proposed TCT route between Cranbrook and Baynes Lake from the east side of the Kootenay River to the West Side.TRANSCRIPT
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Photo Study of a Proposed Revised Trans Canada Trail
Route between Cranbrook and Baynes Lake
by Al SkucasTrails BC Director
Rockies/East Kootenay Nov 14 2005
REV 2.0
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Cranbrook
Wardner
Kikomun Creek Park
Baynes Lake
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Cranbrook to Wardner- The Rail Trail Route- Part 1
Isadore Canyon Trail
KM Mileposts Indicated
Current TCT route to Fort Steele
Registered TCT only to 5.5 km point as City of Cranbrook utility corridor
New Route would immediately use 6 km more of the rail grade
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0 km
Trailhead of the Isadore Canyon Rail Trail with interpretive display
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3.5 kmThis short section is the only TCT registered outside any community in the East Kootenays
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Isadore Canyon Rail Grade -Cranbrook City owned for 5.5 km as utility corridor
4 km
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Combined with a new Rails to Trail Route from Cranbrook to Kimberley would provide for a rail trail of 40 km of total length
4.5 km
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Corridor currently actively used by recreational cyclists
5 km
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Fort Steele Junction –Here the existing TCT route turns off the rail grade
7.5 km
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8.5 km
Trail attributes are excellent along this stretch of the route
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9.5 km
The current TCT route through Fort Steele and Jaffary would be 97 km from Cranbrook to Baynes Lake.
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10.5 km
The new route proposal via Wardner would be 66 km and 30 km shorter.
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11.5 km
Opportunities for cross country skiing along this section
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13 km
At 13 km this section ends at Pritchard Road
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Rail grade runs into private lands that have taken over the grade
7.5 km stretch of private lands would have to routed around
13 km
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Highway 3 to be utilized as an interim road link until a potential bypass trail to be developed around the private property or across the highway on crown land
Wide shoulders are adequate for safety considerations
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Cranbrook to Wardner- The Rail Trail Route- Part 2
From 14 km to 21 km the rail grade has been taken over by private interests
Between km 24 & 25 km rail grade utilized for Highway ROW
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7 km later the Eastern boundary of private property. From this point east the rail grade reappears on crown land
21 km
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Access to this section of rail grade at Ferguson Road
21 km
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This isolated section of rail grade towards Wardner is getting grown over from lack of use
21.5 km
Access to the rail grade at the Ha Ha Creek Paved Road intersection
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23.5 km
While other sections remain clear
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24 km
Looking West
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Recent Hwy upgrade took up 700 meters of the rail grade here. Short Bypass on crown land would be required
24 km
Looking East
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Short Bypass would actually add a scenic vista
24.3 km
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24.6 km Parts of this bypass would be within the trees
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Railgrade reappears 700 meters after the new highway 3 Re-alignment
25 km
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Near Wardner paralleling Highway 3
26 km
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30 km
The last two kms. of the rail grade ROW before Wardner is undetermined if on or off private property
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Wardner- 31 km from Cranbrook
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Cranbrook to Wardner- The Rail Trail Route- Part 2
From 14 km to 21 km the rail grade has been taken over by private interests
West Side Option that routes around
private property
East Side Option Requires 2 Hwy
Crossings
Interim Road Option HaHa Paved Road
Bypass and Interim Options
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West Side Bypass Option
First 3.5 km would utilize Baker Mtn. Forest Road
This option would climb 400 ft. to avoid the private property
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Approx 2 km of new trail to be constructed to connect the logging resource roads together
This bypass route option would be 13.5 km long
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One of three creeks requiring small bridges to be constructed
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For 4 km the HaHa Creek Forestry Road would be used
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East Side Highway 3 Off Road Option
For 1 km the route follows this lush creek draw down Mayook Creek
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This option would be 9 km in length
Culvert Crossing of Mayook Creek
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After 3.5 km on crown land the route winds up on the east side of Highway 3 ROW
The east side option would have considerable less development to make work as a trail route
16.5 km
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On this side of the highway 3 the ROW measures 50 meters across. ATVers currently use a route along the fence line here
16.5 km
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Parts of this ROW measure 100 meters in width and trees add some separation to the highway. This ROW as such could be used for 2.0 km.
17.5 km
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Crossing of Hwy 3 back to the West side would be required here. For the last 1.5 km of this option, hwy shoulder could be utilized or trail built within the narrower ROW.
19 km
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HaHa Creek Paved Road- Interim Road Option
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During development of the last section of rail grade into Wardner, this rural road route would be a pleasant alternative for cyclists
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A pretty rural scene to take a couple of photos of…
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This road option would be 11 km long
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Existing TCT Route on East side of Lake
Koocanusa
Wardner Kikomun Secondary Road
West Side Route in Yellow with KM mileposts added
Wardner to Baynes Lake Part 1
Rock Creek Forest Road would be used for 13 km
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Wardner- Where the Kootenay River flows into Lake Koocanusa
1 km
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Picnic Site- Potential to develop as a tenting site
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Wardner Kikomun Secondary Road already marked as a road accommodating equestrian traffic
2 km
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Rural and Idyllic Road
4 km
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Easy grade to gain elevation of 150m over 6 km
6 km
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Wardner Kikomun Road ends and Rock Creek Forestry Road begins
7 km
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Reduces the amount of vehicular traffic
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Start of Road, has natural trail attributes
Rock Creek Road would be utilized for entire length of 13+ kms
8 km
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Gentle/moderate grade down to Lake Koocanusa
9 km
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For 4 km parallels Lake Koocanusa
Potential wilderness camping sites along this scenic section
14 km
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Eastern end of Rock Creek Forestry Road and junction with the Teepee Forestry Road
20 km
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Current TCT Route to Baynes Lake
Wardner to Baynes Lake- Part 2
New route with KM’s indicated
At this junction the trail routes merge and use the existing trail route to Elko and Fernie
The route in blue is the Kikomun Park & Great Northern Railway Trail Option
ELKO
BAYNES LAKE
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Teepee Road- active and heavy haul logging road
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An access to abandoned and old parallel road alongside the main Teepee Road
22 km
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This abandoned road This old road allows the traveller to avoid using the Teepee Road for over 5km
24 km
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Entering Lake Koocanusa Recreation Region
27 km
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High Use Recreation Area
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One Lane Bailey Bridge over Lake Koocanusa
Problematic for Recreation Users
27.5 km
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Approaches to Bridge Require Cautious Use by recreation travelers
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New Two Lane Bridge to be completed Dec 05.
The bridge will have a 1 meter shoulder width on both sides to accommodate cyclists and pedestrians.
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Main Access into Kikomun Provincial Park
31 km
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32 km
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Kikomun Creek Park
One of the Kootenays most popular Provincial Parks
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To make this option workable a new connector trail would have to be constructed from the east side of the Lake Koocanusa bridge into the park for 500 meters
28.5 km
The Kikomun Park & Great Northern Rail Trail Option
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This rail line hauled coal from the Elk Valley mines to the USA, was abandoned in 1932
The Great Northern Rail Trail
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Set up as an historic interpretive rail trail by the Park Service in 1980
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Winds through Kikomun Park for 3 km
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Opportunity to integrate historic and interpretive rail grade into the Trans Canada Trail
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Maintained trail through rock cut section
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Rail Grade at the eastern boundary of Kikomun Park
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Available Rail Grade continues for a further 1 km east of Park
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Rail Grade skirts alongside Baynes Lake past interpretive display on a nesting site of Painted Turtles
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Approaching community of Baynes Lake on GN Rail Grade
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35 km
Baynes Lake Junction
Where the east and west side routes converge to continue eastbound to Elko and Fernie
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The End
Moving forward in Renewing and Improving the Trans Canada Trail
Route Options in the Rockies/East Kootenays