Cranbrook Yahk Assessment Report

Oliver Thomae, R.P.F.
3116-5th St. South
Cranbrook, B.C., V1C 6H7
250 426-3122 arbourtech@telus.net

Al Skucas, Director, Rockies Region
Trails B.C.
3200-4th St. South
Cranbrook, B.C.
V1C 5N5

April 13, 2004

Dear Al Skucas,

Re: Assessment of Yahk to Cranbrook Route Options

I am pleased to submit the final report describing the assessment of the Yahk to
Cranbrook trail route options we discussed.

This report is based on the best readily available information pertaining to the area
of interest. Map data was obtained from the Geographic Data B.C. warehouse, and
other sources. Some features are current and some are a few years old which
means that there may be minor changes in land ownership and road development and
deactivation which are not captured in this mapping. However, overall it should
provide a fairly realistic picture of jurisdictions and interests which are traversed
by the route.

Thank you for choosing ArbourTech for this project.

Yours truly,

Oliver Thomae, R.P.F.
ArbourTech Forest Management Services

Encl.: Yahk to Cranbrook Route Assessment Report

Trans Canada Trail

Yahk to Cranbrook
Route Assessment Report

Prepared for:
Al Skucas, Regional Director, Trails B.C.

Prepared by: Oliver Thomae, R.P.F.

Mapping and GIS by Karen Brown, Inventory Mapping Technician

With assistance by Curtis Bell, Sales Manager

March, 2004

Trans Canada Trail Yahk to Cranbrook Route Assessment Report Page 3

Yahk to Cranbrook Trans Canada Trail Location Assessment

Acknowledgements:

The following people contributed valuable advice, assistance and/or information which
assisted in the development of this assessment.

Al Skucas, Regional Director, Trails B.C. Kootenay Region (also contributed photos)

Jack Marra, Tembec Industries Inc.

Neil Shuttleworth, Ministry of Forests

Joanne Page, South Star Trails Society

Roy Catherall, Chair, Cranbrook Community Forest Society

Bob (and Gretchen) Wetham, Senior Planner, Regional District of East Kootenay

Rick Logan, Kootenay Lake Forest District

Anja Tolman, B.C. Ministry of Sustainable Resource Management

Jeff Nicolajson, GIS Department, Regional District of East Kootenay

Mike Leblanc, Trans Canada Trail Foundation Coordinator

Curtis Bell, Sales Manager, ArbourTech Forest Management Services

Karen Brown, Mapping Technician, ArbourTech Forest Management Services


Background:

In the late 1990’s a citizen’s initiative to establish a trail across Canada was begun.
Preliminary scoping by project leaders identified a general route through southern
British Columbia not unlike the historic Dewdney Trail which linked Victoria and
Vancouver to Ft. Steele in 1865.

Transport modes are to include hiking, cycling, horses, cross-country skiing and
snowmobiling where terrain and weather conditions allow.

The current map of the designated route as found on the B.C. Trans Canada Trail web
site is as follows:

Although considerable route assessment work has been done by numerous dedicated
volunteers, the trail from Creston to Cranbrook still requires specific location, approval
and registration.

This route section is characterized by portions of steep terrain, a mixture of private
and crown lands, and a variety of utility and transport corridors.


B.C. Government Guiding Principles:

The following guiding principles are quoted from the B.C. Trans Canada Trail website.
Emphasis has been added by this writer.

Guiding Principles for the Trans Canada Trail in British Columbia
These Guiding Principles provide broad policy direction for managers and users of the
Trans Canada Trail in British Columbia and are subject to the legislation, regulations and
policies of British Columbia. A companion document being developed (The Users Code of
Ethics) provides trail users with further information regarding trail etiquette. These
principles are endorsed by the Province of British Columbia, the Trails Society of
British Columbia and the Trans Canada Trail Foundation. It should be recognized that
the primary emphasis is to ensure that hikers can use the entire trail by the year
2000 and that the trail may not be open for all users by that time.

1: The Trans Canada Trail in BC (TCT) will provide a continuous recreational corridor
from Victoria to the Alberta border. There will also be a portion of the TCT through
northeastern BC, providing a link between Alberta and the Yukon. Wherever possible,
practical, and safe to do so it will make use of existing trails and corridors.

2: A Trans Canada Trail through BC will exist in perpetuity. Where necessary, the
specific route may be relocated to 1) meet public safety requirements; 2) address
geotechnical concerns and/or environmental impacts; or 3) address significant land and
resource development interests.

3: The trail will support the following core uses where appropriate and supported by the
local community and managing agency: hiking, cross country skiing, bicycling,
horseback riding and snowmobiling.

4: The Trans Canada Trail as a whole is not intended to be a linear park or protected
area. Portions of the trail run through existing parks and protected areas. Designation
of future parks and protected areas is an outcome of broader land use planning
processes such as Land and Resource Management Plans (LRMP), and such areas may
incorporate parts of the Trans Canada Trail.

5: The trail will seek to highlight and respect the natural and cultural heritage of
British Columbia.

6: Management of the trail shall take place at the most local level possible.

7: Trail managers will practice a "good neighbor" policy with adjacent landowners and
leaseholders.


8: It is recognized that the trail will traverse a variety of landscapes in BC, including
parks and protected areas, urban and rural landscapes, working forests and other
landscapes modified by resource development activities. In some locations, resource
development activities will occur adjacent to, across, under, above or on the trail.

9: The trail will contribute to the social and economic well being of the province by
providing appropriate recreational, economic and educational opportunities.

10: The establishment of the Trans Canada Trail is done without prejudice to First
Nations treaty negotiations.

11: Trail designation and management will be consistent with regional and sub-regional
land use plans.

12: In some instances, certain routes may be identified and recognized as interim until
such time as a more suitable alignment can be secured.

13: Not all portions of the trail will support all uses, or be passable in all seasons.
Sections may be closed temporarily to meet public safety or environmental objectives,
and sections may not be open to some of the five core uses. Different route alignments
may be established to support the range of trail uses (i.e., trail users may be separated
on certain segments, either by using different routes, or by physically separating users
on the same route).

14: Proposed route alignments and design standards will be cost effective, considering
costs of trail construction and maintenance and probable levels and types of use.

15: Existing legal motorized access will continue. Changes in usage may occur following
community and agency consultation.

16: Where the trail is on private or leased Crown land, formal agreements will be
sought as required with landowners and leaseholders. The trail will not use private or
leased Crown lands without the consent of the land or lease holder; where agreements
cannot be reached, alternate routes will be established. Lands will not be expropriated
for the purposes of the trail.

17: Existing resource management commitments on Crown lands will continue. Future
commitments can be made and will consider the existence of the trail through existing
planning processes.


Trans Canada Trail Foundation Guiding Principles:

Community Support The essential ingredient of any trail is that it be embraced
by the community it is intended to serve. Any proposed
route of the Trans Canada Trail that cannot demonstrate
broad-based community support must be re-considered.

Sustainability A trail requires ongoing investment in the form of
management, maintenance, patrolling, amenities etc.. To
sustain a trail over time, there must be a dedicated group in
place that assumes this responsibility and is accountable to
the community. Community support is the cornerstone to
trail sustainability.

Infrastructure Travelers on the Trans Canada Trail will require basic
amenities to ensure a rewarding experience on the Trail.
Infrastructure such as food, accommodation, fuel, access
to tourist information must be available to the traveler to
a reasonable degree. Travelers must be made to feel
welcome in the community. Once again, the development of
adequate infrastructure on a trail begins with community
acceptance and support of the trail.

Degree of Difficulty The Trans Canada Trail is intended to be accessible to the
“average traveler” as distinct from the traveler seeking and
capable of “extreme experiences”. The route of the Trail
should, wherever the Canadian geography permits, be
accessible to travelers that are in average physical shape
and have average competence as hikers, cyclists, horseback
riders, cross-country skiers or snowmobilers.
Safety Traveler safety is of utmost importance on any trail.
Routing decisions must be first and foremost predicated on
the security of the users.

Experiential The route of the Trail must strive to provide the traveler
with typical Canadian experiences. The Trail should be
viewed as a stage for a distinctive and memorable
experience in history, culture, nature, geology, adventure
etc.. The Trail is more than just a path on the ground, it


should connect and involve travelers in the wonders and
activities of the area.

Time to Complete The Trans Canada Trail is striving to be substantially
complete by 2010. Any proposed route that cannot be
realistically completed by that date must be re-considered,
even if it is officially registered – other routing options
must be identified.

In addition the following considerations were used to guide route selection:

• Private land was avoided.
• Priority was placed on incorporating existing features and facilities.
• Trail grades were kept to under 10% wherever possible.
• The lowest elevation route that would bypass obstacles and private land was used.
• Wherever possible existing travel corridors that have low levels of motorized use
were selected.
• Local and Provincial recreation access zoning was respected.


Previous Routing Decisions:

Over the past several years, the east Kootenay route location has been gradually
narrowed down.

To approach Yahk from Creston, the Highway 3/95 shoulder can be used, or the trail
could one day be located on a railway grade that now receives limited use with the
closing of the Sullivan Mine in Kimberley. Presumably the railway track portion from
Yahk to Cranbrook is expected to continue to be used as railway line because it supports
use for north-south rail traffic into the U.S., but the east-west portion may not see
further use. This route will require further assessment.

Proceeding north from Yahk, at least two options on the west side of the Moyie lakes
have been previously proposed but are currently not feasible due to reliance on two
narrow, highway river-crossing bridges which lack sidewalks, and when combined with
their poor site lines, present a level of danger deemed unacceptable by the Ministry of
Transportation and Highways. West side routes could be reconsidered in the future
when these bridges are reconstructed or modified to current standards. A preliminary
cost estimate for the two bridges to be upgraded to accommodate the trail has been
set at about $350,000.00.

Existing bridges on Highway 3/95 near
Moyie Lake have no pedestrian crossing
capacity. Curve in immediate background
reduces sight lines for traffic and
pedestrians.

The East side of the Moyie Lake corridor also contains a number of challenges for
locating the trail. Private land along lower elevations, steep terrain in mid-elevation, and
old mine workings and a community watershed at Glencairn Creek all provide obstacles to
avoid during route location. A possible partial solution to this has been to use existing
utility corridors which typically include a narrow gravel access road. Alternatively the
route could be located at about 1200m elevation to bypass the majority of obstacles.


Previously it has been determined and agreed to by the South Star Trails Committee
that the route from there should pass through the South Star recreation trails and
down into Cranbrook via Idlewild Park.

The City of Cranbrook is confirmed as being on the route, and the new cycle/walk
Rotary Way trail has been designated as the official route through the city,
accommodating hikers, cyclists and in-line skaters. The southern entry is currently
confirmed at Idlewild Park near the SE corner of the City and the northern terminus is
near the Southeast Fire Center, Initial Attack Base, at the trailhead for the Isadore
Canyon Trail.

The Isadore Canyon Trail leads from the north end of the City of Cranbrook towards Ft.
Steele. This former rail bed has a gentle grade and good alignment, and is just distant
enough from Highway 3 to have a trail feel.

In approximately 2001, a trail connecting from the Isadore Canyon Trail to the Eager
Hill-Fort Steele Road was laid out, constructed and marked. From there the trail
follows a rural road Northeast to Highway 3/95. From the highway junction the route
follows the shoulder of the highway to the Kootenay River bridge crossing and on up to
the Wardner – Fort Steele road which then leads SE towards Fernie.

Snowmobile capability ratings are based on the current physical condition of the trail,
and do not take into account “Recreation Access Planning” work which is currently
underway but incomplete. Some areas with snowmobile capability may not be permitted
for motorized use, and others may not be appropriate due to the other modes of travel
intended. In some remote areas, snowmobile use may enhance the route capability for
skiing and snowshoeing where snow depths and lack of grooming would make use
otherwise prohibitive.

Winter use by snowmobiles and others
depends on other resource activities active
on the roads. Winter harvesting
operations are common and result in roads
being ploughed. This makes it difficult to
use the shoulders and dangerous to use the
surface.


Methods:

1) Digital data was requested and obtained from the Ministry of Sustainable Resource
Management. Data supplied was limited to contours, water features, and partial roads
coverage. The Kootenay Lake and Rocky Mountain Forest Districts provided additional
data for land ownership. More current roads mapping was provided by Tembec
Industries Inc.

2) Al Skucas provided extensive background maps, information and gps data on route
location reconnaissance work which he had already conducted. A variety of reference
materials were also provided including Moyie history, current route mapping, trail
standards etc.

3) Field reconnaissance was undertaken to verify route concepts and ensure their
technical and jurisdictional feasibility. Due to the winter season, much of this was by
snowshoe and cross country ski, which ensures that the route will have multi-seasonal
capability.

4) Reconnaissance work attempted to connect existing trails and low use roads in
consideration of the TCT Foundation objective of accommodating average Canadians.
We sought to provide reasonably direct alignment, with minimal drastic elevation
changes, in consideration of travelers attempting to traverse extensive portions of the
trail, while at the same time either directly or indirectly incorporating features and
views.

5) Reconnaissance routes were recorded by Global Positioning System for transfer to
digital mapping.

6) The most immediately feasible route is shown as solid line, with options shown in
dashed line. The segments are then recorded and characterized in the spreadsheet
table.

7) Route segments are classified into categories representing their current condition,
mode of transport capability and required development. Approximate cost estimates
for development activities are provided.

8) Each segment is described and discussed in the report text.


Detailed Route Assessment:

The route starts in the moist Interior Cedar Hemlock forest near Yahk and heads
northeast into the Rocky Mountain trench Interior Douglas-fir forest between
Cranbrook and Fort Steele.

Land status is primarily Crown land. Most of the trail length is Provincial Forest, which
is used for timber harvesting, range management, and recreation. The Kootenay
Boundary Land Use Plan indicates that the proposed trail corridor contains the following
resource values and features:

• 83 rare and endangered, threatened, or regionally significant species
• Areas of low to medium emphasis for biodiversity management
• A regional connectivity corridor
• Some moderate quality grizzly bear habitat
• Ungulate winter range habitat
• Glencairn creek community watershed
• A Class 1 regionally significant visual area
• Fire maintained ecosystems in need of restoration
• A human settlement corridor

The land use zoning applicable is Integrated Resource Management. This is defined as
“area where the full range of resource use and recreation activities can proceed,
including forestry and mining exploration and development”1.

The trail route has been sequentially numbered in segments for correlation with map and
spreadsheet data. Each segment has somewhat uniform administrative or physical
characteristics which allow it to be managed as an entity for planning purposes.

Most of the proposed route traverses Crown land assigned to Tembec Industries Inc.
for timber harvesting rights. Extensive recent harvesting directed at controlling and
salvaging Mountain Pine Beetle infested timber has provided extensive opportunities to
link harvest roads and skid trails into a trail corridor. Tembec staff have greatly
assisted in choosing a route corridor that minimizes conflict between industrial and trail
use.

The old forest roads and newer roads together provide access valued at over $250,000
if it had to be constructed as virgin trail.

1
East Kootenay Land Use Plan, 1995, Government of British Columbia.


A) Yahk to Moyie (YAMO)

YAMO 05 Features Hawkins creek

This segment is a conduit from Highway 3/95 to the eastern edge of private land east
of Yahk. It follows the road shoulder past the small town of Yahk for a distance of 0.7
km with a gentle grade. Traffic is light and road width and visibility are adequate to
accommodate travelers. This segment requires only signage. At the point where the
road nears Hawkins Creek is approximately the start of Crown land.

YAMO 10 Features a small bridge, and a forested hillside.

From the Hawkins Creek road a small ditch crossing will be required leading to a new
trail on a moderately steep hillside. This 0.3 km trail will require layout and
construction with two or more switchbacks to take travelers from the public road to an
old “Tote Road” which is located at the lower edge of a bench.

YAMO 15 Features historic tote road, aspen forest.

This 0.3 km segment of old Tote road is grown in with aspen but light clearing will
restore an adequate trail grade to accommodate hikers, cyclists and horses.

YAMO 20 Features diverse forest openings, vigorous plantations.

A timber harvest forwarding trail leads northeast for about 1.8 km, and eventually
connects to the Mt. Mahon Forest Service Road. The forwarding trail has been
deactivated with logs and stumps placed on the dug up grade. With some handwork a
suitable trail grade could be located.

YAMO 25 Features forested hillside.

Rather than following the forwarding trail all the way to its junction with the Mt. Mahon
Forest Service Road, a connector trail could be constructed here to avoid doubling back
for several hundred meters. This segment would be about 0.6 km long and requires
layout, construction and marking.


YAMO 30 Features easy grade along forested logging road.

The Mt. Mahon Forest Service Road has light periodic traffic and leads travelers past
private lands on an 8.4 km route parallel to the Moyie River at roughly 1200m elevation.
When it reaches the Manson Creek drainage it stays level around the first basin and
then connects to a road which hooks to the Manson Creek Forest Service Road.
Travelers have the option to circle back to Yahk, or continue northward, either on a
deactivated roundabout upper road, or via a yet to be completed lower route.

The Mt. Mahon Forest Service Road
provides good grade, visibility and a good
surface. Industrial use is infrequent.

YAMO 35 Features forested hill with occasional viewpoints.

This section is steep but connects between long gentle grades. This 1.8 km segment
follows a non-status road which requires signage.

YAMO 40 Features lower bench near Moyie river valley and railway.

Using some old road, this segment, coupled with the next one, would connect from the
Munson Creek Forest Service Road to the Trans Canada Pipelines RoW. This 2.8 km
segment will require field reconnaissance, layout, clearing, construction and marking.
Some wet areas requiring drainage or structures are also anticipated. A riverfront rest
stop is a long-term option.

This lower trail route offers
opportunities to view or visit the
riverfront.


YAMO 45 Features edge of wetland

This 0.9 km segment will require new trail at the base of a steep slope. This will require
reconnaissance, layout, clearing, construction and marking.

YAMO 50 Features gas line right-of-way views

This 2.7 km segment would make use of the existing grade along the Trans Canada
Pipelines right-of-way on Crown land.

The Trans Canada Pipelines right-of-way
provides good visibility, and a road
corridor (visible in the distance).

YAMO 55 Features near level forested trail bypassing hill.

To avoid following the gas line up and down a moderately steep grade, a hill bypass with
minimal additional length would nearly keep the route level. This 1.7 km segment will
require reconnaissance, layout, clearing, construction and marking.

YAMO 60 Features near level wide trail paralleling river and railway

This 7.7 km segment would follow along the Trans Canada Pipelines right-of-way just
slightly above the river corridor. At Stone Creek the route can follow the gas line
across the creek draw, or follow the forest road for an existing bridge crossing.

YAMO 65 Features corridor for access through private land.

Tembec Industries Inc. has acquired a statutory right-of-way through this corner of
private land. If it is agreeable to Tembec and the owner of the surrounding land, this
0.7 km trail segment could use the forest road on the statutory right-of-way. If
agreement is not possible, then an option exists to route the trail above the property
and connect back to the road near Sundown creek. This would be less desirable as it
would require new trail, and require roughly 50m of elevation gain and drop and slightly
more length.


YAMO 70 Features a short connector road.

This 0.3 km segment would connect from the Stone Cr. forest road to the Trans Canada
Pipeline right-of-way.

YAMO 75 Features Sundown creek crossing

The trail here could follow the gas line down through the Sundown creek draw, or follow
the Stone Cr. forest road for a bridge crossing. The gas line segment would be 1.6 km
and the forest road option would be 2.3 km.

Sundown Creek flows across the ga line
right of way. During low to moderate
runoff conditions travelers can skip across
rocks. In high water, the Stone Creek
Road above could be used, providing a
bridge crossing.

YAMO 80 Features Farrell and Sunrise creek crossings

This 2.6 km segment would follow the Sunrise Creek Forest Service Road to Highway
3/95. This provides access through a small corner of private land, and two stream
crossings. Moderate industrial traffic can be expected on this route. Over the long-
term a trail above the road could be laid out and constructed.

Terrain and vegetation at Farrell creek
make trail routing difficult. Also a rifle
range could present hazards to nearby
trail users. Therefore it is recommended
that the route use the existing Sunrise
Road in this area.


Sunrise Creek Road is paved up to the gas
line right-of-way. Access to the gas
compressor station and waste transfer
station is ploughed in winter.

YAMO 85 Features historic Dewdney Trail corridor and lake views.

This 2.2 km segment would follow the small powerline above Highway 3/95 which has a
level graveled surface. This unofficial trail receives regular public use. The powerline
crosses 4-5 mining properties believed to be held by Teck Cominco Ltd. If the property
owner and B.C. Hydro are not agreeable to allowing the trail through the properties, the
highway shoulder is a nearby alternative. Unfortunately any attempt to route the trail
further up the hill to bypass the mining properties would encounter the abandoned mine
workings which would undoubtedly be a more serious concern to the landholder.

Moyie’s St. Eugene Mine tailings are visible
from the powerline trail. This would be a
good location for an interpretive kiosk
explaining the mining history.

YAMO 90 Features short connector to Moyie General Store

This 0.2 km public road would allow the trail to connect to Highway 3/95 near Moyie
General Store. Moyie is a historic mining town established in 1893.


Above: View of Moyie General Store area at
south end of town of Moyie as seen from
historic Dewdney trail route. Right: 1904
St. Peters Catholic Church on Tavistock
Road.

B) Moyie to South Star (MOSS)

MOSS 05 Features residential road through historic Moyie

This 0.6 km segment could use the shoulder of Tavistock Road, a part of historic Moyie.
If this segment was not supported by the community, a slightly longer route along the
shoulder of the highway could be used. Character homes provide charm to this street.

MOSS 10 Features short segment of highway shoulder.

This 1.0 km of highway shoulder has gentle grades and good alignment for visibility.

This segment of Highway 3 has a paved
separate shoulder on each side and good
visibility.


MOSS 15 Features quiet Barkley Road

This 0.5 km portion of Barkley road is paved, has little traffic, and provides public
access through private land.

MOSS 20 Features forested Bark Shanty Forest Service Road

This 1.3 km segment climbs steeply between two parcels of private land. Lush second
growth forest surrounds the road.

This steep narrow logging road may at
times have active hauling.

MOSS 25 Features scenic forest road.

This 3.6 km forest road crosses Bark Shanty Creek and continues to climb leading
northward. Several vistas may be enjoyed along its length.

MOSS 30 Features bypass around private land

The forest road here traverses a 0.1 km corner of a private lot. A trail bypassing this
corner could be constructed if the landowner was not agreeable to having the trail
routed through their property.

MOSS 35 Features forest road crossing unnamed creek draw

After bypassing private land the trail could connect back to the same forest road
continuing to the northeast for 0.5 km.


MOSS 40 Features open forest with views of north Moyie Lake

A 0.4 km segment of new trail would be required through a recently logged cutblock to
connect to skid trails leading to the lower Cotton Cr. road. The trail should bypass
private property. If the landowner is concerned with having this trail in proximity to
their holdings, it could be moved northward.

MOSS 45 Features views from skid trail leading to Cotton creek road.

Skid trails of moderate gradient can be followed for 1.1 km down to the Cotton Creek
road. Some cleanup and marking will be required.

MOSS 50 Features south portion of Cotton creek forest road.

This 1.1 km forest road has limited industrial use.

MOSS 55 Features some potential views of Moyie lake

This 1.2 segment of new trail through a cutblock will require reconnaissance, layout,
construction, and marking along a steep sidehill.

MOSS 60 Features Cotton Creek Forest Service Road

Except for the first small portion, this 3.3 km segment follows the Cotton Creek Forest
Service road which provides crossing of Cotton and Prudhomme creeks.

This temporary bridge across lower Cotton
creek may be removed as harvesting
operations are completed. If so a smaller
footbridge would have to be installed.


From this segment, users have the option to return to Highway 3/95 to the west, or
follow the Cotton creek road north to Hidden Valley road and back to Cranbrook.

MOSS 65 Features a small harvesting spur road with nice views.

This 0.6 km spur road climbs moderately towards Hogg Creek. Views from here include
north Moyie Lake, and the interface between the Semlin fire (1995) and the Lamb Cr.
fire (2003).

MOSS 70 Features new trail over slight pass, heavily used by ungulates.

This 0.4 km segment of new trail passes through a recent cutblock. Reconnaissance and
layout will be straightforward to connect the two roads. Only minor trail clearing and
marking is required.

MOSS 75 Features a recently constructed forest road.

This 0.3 km segment would use a new forest road with little industrial use.

MOSS 80 Features recent cutblock offering views to the west.

This 0.8 km segment has been partially deactivated. Minor clearing and marking will be
required. The road and skid trail have a gentle gradient along the edge of cutblock
bench.

MOSS 85 Features small unnamed stream crossing

This 0.6 km segment will require reconnaissance, layout, and a small stream crossing.
The north and south ends will require clearing and construction on moderate to steep
sidehill.

MOSS 90 Features lower Hogg Creek road.

This 0.6 km segment would use the existing lower Hogg creek road to gently climb
towards the South Star trails area.


MOSS 95 Features historic access road near Hogg Creek

This 0.6 km segment follows a historic access road that has begun to grow in. Some
clearing and drainage will be required.

This old resource road in lower Hogg Creek
has a good grade but has grown in
somewhat as illustrated by this large
Cottonwood growing on the center of the
grade.

MOSS 100 Features recent opening with some views

This 0.6 km segment follows a terrace above Hogg Creek. The harvesting trails have
been deactivated. Some layout, clearing and subgrade work will be required to recreate
a trail corridor.

This cutblock west of Hogg Creek has
benchy terrain with gentle to moderate
grades.

Volunteers assisted on snowshoes with
trail reconnaissance through 60 cm of new
snow in January, 2004.


MOSS 105 Features upper Hogg Cr. spur road with outstanding vistas.

This 1.9 km segment uses a south facing spur road with vistas over the Hogg to Peavine
creek valleys.

MOSS 110 Features a new trail connector to South Star trails.

This 0.2 km connector requires reconnaissance, layout, clearing, construction and
marking. An optional route on the south side of Hogg creek could also be considered.
Final routing here should consider the wishes of the South Star trails committee.

C) South Star to Cranbrook (SSCR)

The South Star Trails area is shown in jade green on the route map. It contains an
existing network of recently enhanced trails and facilities which are co-managed by a
volunteer society in cooperation with the Ministry of Forests.

It has been an objective of this project to route the trail through South Star to
feature the local facilities and to provide recognition and support to this hard working
group of trail stewards.

SSCR 05 Features Gooseneck Loop ski trail

This segment would use 0.8 km of the existing Goose neck loop ski and multipurpose
trail. The junction at the terminus of this segment has a trail map kiosk providing
several route alternatives for users. Some winter trail grooming is carried out by the
South Star trails committee in cooperation with Ministry of Forest.

SSCR 10 Features Moose Creek ski trail

This segment would use 2.4 km of the existing Moose Creek ski and multipurpose trail.
An alternative route using Easy Street would be shorter but slightly less trail like.

SSCR 15 Features Shady Lane, Aspen Bend, Peavine and Snow Creek ski trails

The south star ski trails offer several route options. This route is recommended to
provide visitors with access to the main central trail kiosk, warming hut and pit toilet.


South Star ski trails are popular for cross
country skiing in winter, and mountain
biking in summer.

The South Star Trails area also has several This warming shelter is located near the main
trail map kiosks including this main one. kiosk.

SSCR 20 Features Far East ski trail along south side of powerline.

This 1.1 km segment climbs moderately to the east along the south edge of the
powerline. The ski trails are reasonably well removed from the powerline road which is
also used by snowmobiles and ATVs.

SSCR 25 Features Christmas tree farm and vistas along the powerline right-of-
way

This 0.2 km segment would cross the powerline linking to some unofficial trails within
the southern portion of the South Star area.

SSCR 30 Features a semi-open forested trail of moderate gradient.

This 1.9 km trail complex would require some reconnaissance and layout, and final
marking. Trail grades are in good condition with minimal work required.
This route has been selected to avoid being along the residential boundary, and yet
staying away from the city water supply reservoir and watershed.


SSCR 35 Features rural residential roads leading into city.

This 3.5 km quiet public road system would lead users to Idlewild Park. Alternatives are
possible should residents have concerns over the use of this route.

SSCR 40 Features trails, views, facilities of Idlewild Park.

This 0.6 km segment would traverse Idlewild Park providing pit toilets, a lakeshore trail
loop, fire pits, benches, a crossing of Joseph Creek and a parking staging facility.

D) Cranbrook To Fort Steele

From here several options are available to lead users into or around the City of
Cranbrook. Only the trail oriented ones are discussed here.

CRFS 05 Features paved cycle/walk/in-line skate trail, and city amenities.

This 7.1 km route through the City of Cranbrook has been paved and line painted as a
two way cycle/walk/in-line skate trail by the Rotary Club of Cranbrook. Its use as the
official Trans Canada Trail route has been approved. Only minor signage additions and
selection of a pavilion site is required.

The Rotary Way trail through Cranbrook
connects a number of parks including Baker
Park where the trail (here seen in the
foreground) passes by an outer hockey
rink.

An alternate route through the Cranbrook Community Forest has been selected and
marked in cooperation with the Cranbrook Community Forest Society. This route
provides more natural trails through the scenic alkalis area and accommodates horses.


Left: The alternate route through the
Cranbrook Community Forest features the
Kettle Lake Interpretive trail, toilets, picnic
tables and interpretive kiosk and plaques.

Right: The alkali grasslands in the Cranbrook
Community Forest provide open vistas.

Isadore Canyon trail has been marked and this Interpretive Kiosk provides a brief
history near the Cranbrook trailhead.


CRFS 10 Features the existing Isadore canyon trail on historic railway bed.

This 6.8 km trail has a gentle gradient on a City of Cranbrook owned right-of-way. It
has been designated and marked as Trans Canada Trail.

Isadore Canyon trail in the fall. The
abandoned railway bed has a gentle grade
and allows visitors to travel side by side.

CRFS 15 Features low elevation constructed trail leading to Fort Steele

This 2.1 km segment was constructed and marked as
a portion of the Trans Canada Trail in about 2001.
It still requires formal establishment with the
Ministry of Forests.

CRFS 20 Features open forest ridge trail paralleling Highway 3

This 2.3 km segment parallels Highway 3. It was constructed and marked as a portion of
the Trans Canada Trail in about 2001. It still requires formal establishment with the
Ministry of Forests.


CRFS 25 Features a quiet rural residential road.

This 3.9 km segment follows the Eager Hill-Ft. Steele road which is a quiet residential
road past the City Sanitary ponds. Marking has been completed.

CRFS 30 Features bridge crossing Kootenay River, Fort Steele Heritage Park

This 2.5 km segment would use the highway shoulder to cross the Kootenay river bridge.

Trail Class Designation

Table 1 below indicates the design parameters for classification of trail segments used
in the Route Segment Data Table. These are adapted from the B.C. Parks Trail Planning
and Construction Manual. Lengths and other aspects have been adjusted to provide
complete ranges that suit this component of the Trans Canada Trail.

Those classes that could apply to the Trans Canada Trail have been highlighted.
Because a class captures variations in several trail characteristics, (eg. slope, length,
and width) all characteristics may not fit absolutely from one class to another. A best
fit approximation is used in rating the trails.

Route Segment Data Table:

Table 2 contains the route data summary used to compile the route lengths,
characteristics, and necessary developments.

Trail classes are assigned based on the lowest class between any two communities. In
the case of snowmobiles, the individual segments are rated to assist in determining
potential snowmobile applicability.

The table includes potential trail classes if it were built to an anticipated standard. If
the indicated class is desirable to Trails B.C., then that class can serve as the design
standard for layout. These classes are initial approximations to serve planning and
discussions. It is expected that these could be modified before actual trail layout and
construction commences.

Cost estimates are initial coarse approximations. They should not be interpreted as an
offer to construct for the indicated amount.

Table 1 Trail Classification Ratings Adapted from B.C. Parks Trail Planning and Construction Manual –Shaded Classes Apply To Trans Canada Trail
Transport Class 1 Class 2 Class 3 Class 4 Class 5
Mode
Hiking Day use Day use Day use or overnight Lightly used wilderness trails Overnight or multi-day
5-30 minutes long. 10-120 minutes long 2-10 hours Overnight or multi-day Wilderness hiking routes
Two way traffic 1-6 km 5-30 km or more Width 0.5m Trail development is avoided
Max. 8% grades Max. 10% grade Width 0.5m May have pit toilets No amendities
Average grade <5% Average <5-8% grade Grades up to 15%
Width 2 m Width 1.25 m May have support facilities
Cycling Two way, paved Two way, surfaced One way, unsurfaced One way, unsurfaced, N/A
0-5 km 0-10 km Mountain bikes Mountain bikes
Road and mountain bikes Road and mountain bikes Length 10-50 km Length 30-80 km
Width 2.5 m Width 2 m Width 0.5-0.7 m Cleared width 1 m
Max. grade 10% Avg. grade 5-10% Clearing width 1-1.5 m Cleared height 2.5 m
Average grade 5-8% Max. grade 10-15% Clearing height 2.5 m Tread width 0.3-0.5 m
Avg. grade to 10%, Avg. grades to 15%.
Max. grade 15-20% Max. grade to 20-25%
Horseback Day use, 1-15 km Day use or overnight Low use multi-day trips N/A N/A
Gentle uniform grade 5-40 km 30-50 km
Gravel, well drained Natural surfacing Low standards
Grades 0-10% Max. grade 15% Riders may need to dismount
Clearing height 3 m Clearing height 3 m for sections
Clearing width >2.5m Clearing Width > 2.5 m
Tread width >1.5 m Tread width >0.5-1 m
Ford depth < 60 cm Ford depth < 60 cm smooth
smooth bottom bottom
Cross Country Ski racing trails. (Easy) Day use (More difficult) Day use (Most difficult) Ski touring route N/A
Ski Cross Country Canada Up to 15 km Up to 22-36 km Up to 40% downhill grade
Regulations. Avg. grades up to 5% Avg. grades up to 15% Single climbs to 100m
Avoid climbs over 5m Max. grades up to 25% Trails over 15 km not to exceed
Max. 100 m elevation change Avoid climbs over 75 m 1500 m climb.
in overall trail. Max. 600 m elevation in Ungroomed
Clearing width 3 m overall trail.
Clearing height 2.5m Clearing width 3 m
Wide curves Clearing height 2.5m
Shelters every 15-20 km Wide curves
Groomed Shelters every 15-20 km
Ungroomed
Snowmobile Day use Day use Day use to multi-day N/A N/A
24-40 km 40-80 km 80-120 km
Max. avg. 8% Max. avg. 10% Max. avg. 15%
Max. grade 25% Max. grade 30% Max. grade 25%
Cleared width 5m Cleared width 5m Cleared width 2.5 m
Clearing height 2.5 m Clearing height 2.5 m Clearing height 2.5 m
Trail width 3.6m Trail width 3.6m Trail width 2.0 m

Table 2: Trail Segment Data Table Trans Canada Trail Route Assessment
Yahk to Cranbrook

Current/Potential Work Required

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Cost/km Cost/km Cost/km Cost/ea Cost/km Cost/km Cost/km
200 1000 2500 1000 500 25
YAMO05 0.7 Crown Tembec Public Rd. 0-5% Shoulder Flat 3 3 2 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $17.50 $17.50 Shoulder of Existing Hawkings Creek FSR
YAMO10 0.3 Crown Tembec New Trail 5-10% 0.5 Steep 3 3 2 3 N/A 1 $60.00 1 $300.00 1 $750.00 1 $1,000.00 $0.00 1 $7.50 $1,417.50 New trail required on sidehill to connect to Tote road.
YAMO15 0.3 Crown Tembec Non-status 5-10% 1.25m Moderate 3 3 2 3 N/A 1 $60.00 1 $300.00 $0.00 $0.00 $0.00 1 $7.50 $367.50 Brush out old Yahk Tote Road
YAMO20 1.8 Crown Tembec Forw.Trail 5-10% 1.25m Gentle 3 3 2 3 N/A 1 $360.00 1 $1,800.00 1 $4,500.00 $0.00 $0.00 1 $45.00 $6,705.00 Clean up path on logging forwarding trail
YAMO25 0.6 Crown Tembec New Trail 5-10% 1.25m Moderate 3 3 2 3 N/A 1 $120.00 1 $600.00 1 $1,500.00 $0.00 $0.00 1 $15.00 $2,235.00 New trail to connect to Mt. Mahon FSR
YAMO30 8.4 Crown Tembec FSR 0-5% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $210.00 $210.00 Follow Mt. Mahon FSR
YAMO35 1.8 Crown Tembec FSR 5-10% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $45.00 $45.00 A combination of existing deactivated and partly open 4x4 roads
YAMO40 2.8 Crown Tembec Non-status 5-10% 2.5m Moderate 3 3 2 3 1 1 $560.00 1 $2,800.00 $0.00 $0.00 1 $1,400.00 1 $70.00 $4,830.00 New trail along old grown-in road grades
YAMO45 0.9 Crown Tembec New Trail 0-5% 1.25m Steep 3 3 2 3 N/A 1 $180.00 1 $900.00 1 $2,250.00 $0.00 $0.00 1 $22.50 $3,352.50 New trail to connect road to gas line.
YAMO50 2.7 Crown Tembec Gas Line 0-5% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $67.50 $67.50 Follow gas line on Crown RoW
YAMO55 1.7 Crown Tembec New Trail 0-5% 1.25m Moderate 3 3 2 3 N/A 1 $340.00 1 $1,700.00 1 $4,250.00 $0.00 $0.00 1 $42.50 $6,332.50 Gas line hill bypass
YAMO60 7.7 Crown Tembec Gas Line 0-5% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $192.50 $192.50 Follow gas line on Crown RoW
YAMO65 0.7 Private Tembec Stat. RoW 0-5% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $17.50 $17.50 Access trail to connect from logging road to gas line.
YAMO70 0.3 Crown Tembec Non-status 5-10% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $7.50 $7.50 Tembec Statutory RoW through Bateman property.
YAMO75 1.6 Crown Tembec Gas Line 5-10% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 1 $1,000.00 $0.00 1 $40.00 $1,640.00 Gas line goes through draw, or use road to go around
YAMO80 2.6 Crown Tembec FSR 0-5% 2.5m Gentle 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $65.00 $65.00 Existing public/FSR Road
YAMO85 2.2 Crown Tembec Powerline 0-5% 1.25m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $55.00 $55.00 Existing powerline trail subject to private land owner agreement.
YAMO90 0.2 Crown Tembec Public Rd. 10-15% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $5.00 $5.00 Existing public access road.
37.3 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
$0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
MOSS05 0.6 Crown N/A Public Road 5-10% 0.5m Moderate 3 3 2 N/A N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $15.00 $15.00 Exist. Publ. rd-Tavistock St.; Opt.bypass hill along hwy shoulder.
MOSS10 1.0 Crown N/A Hwy 3/95 0-5% 0.5m Moderate 3 3 2 N/A N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $25.00 $25.00 Hwy shoulder to cross private land
MOSS15 0.5 Crown Tembec Public Road 0-5% 0.5m Moderate 3 3 2 N/A N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $12.50 $12.50 Barkley Road shoulder
MOSS20 1.3 Crown Tembec FSR 10-15% 2.5m Steep 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $32.50 $32.50 Bark Shanty Road
MOSS25 3.6 Crown Tembec Non-Status 10-15% 2.5m Steep 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $90.00 $90.00 Likely Tembec Road Permit
MOSS30 0.1 Crown Tembec New Trail 10-15% 0.5m Moderate 3 3 2 3 N/A 1 $20.00 1 $100.00 1 $250.00 $0.00 $0.00 1 $2.50 $372.50 Browning Property Bypass
MOSS35 0.5 Crown Tembec Non-Status 5-10% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $12.50 $12.50 Likely Tembec Road Permit
MOSS40 0.4 Crown Tembec New Trail 10-15% 0.5 Gentle 3 3 2 3 N/A 1 $80.00 1 $400.00 1 $1,000.00 $0.00 $0.00 1 $10.00 $1,490.00 Connector through cutblock
MOSS45 1.1 Crown Tembec Skid Road 10-15% 1.25 Gentle 3 3 2 3 1 1 $220.00 $0.00 1 $2,750.00 $0.00 $0.00 1 $27.50 $2,997.50 Likely to be deactivated-will need surface cleanup
MOSS50 1.1 Crown Tembec Road Permi 0-5% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $27.50 $27.50 Low use operational road
MOSS55 1.2 Crown Tembec New Trail 10-15% 0.5 Steep 3 3 2 3 N/A 1 $240.00 1 $1,200.00 1 $3,000.00 $0.00 $0.00 1 $30.00 $4,470.00 Connector through cutblock
MOSS60 3.3 Crown Tembec FSR 5-10% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $82.50 $82.50 Lower Cotton Cr. FSR
MOSS65 0.6 Crown Tembec Road Permi 5-10% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $15.00 $15.00 Low use operational road
MOSS70 0.4 Crown Tembec New Trail 0-5% 0.5m Gentle 3 3 2 3 1 1 $80.00 1 $400.00 1 $1,000.00 $0.00 $0.00 1 $10.00 $1,490.00 Connector through cutblock
MOSS75 0.3 Crown Tembec Road Permi 5-10% 0.5m Gentle 3 3 2 3 1 1 $60.00 1 $300.00 1 $750.00 $0.00 $0.00 1 $7.50 $1,117.50 Low use operational road
MOSS80 0.8 Crown Tembec Skid Road 0-5% 1.25m Gentle 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $20.00 $20.00 Skid trai on east edge of cutblock
MOSS85 0.6 Crown Tembec New Trail 5-10% 0.5m Moderate 3 3 2 3 N/A 1 $120.00 1 $600.00 1 $1,500.00 1 $1,000.00 $0.00 1 $15.00 $2,835.00 Gentle fan, easy building
MOSS90 0.6 Crown Tembec Road Permi 5-10% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $15.00 $15.00 5 1/2 Mile Road
MOSS95 0.6 Crown Tembec Old Skid Tra 5-10% 1.25m Moderate 3 3 2 3 N/A 1 $120.00 1 $600.00 $0.00 $0.00 $0.00 1 $15.00 $735.00 Minor clearing required
MOSS100 0.6 Crown Tembec New Trail 5-10% 0.5m Gentle 3 3 2 3 N/A 1 $120.00 1 $600.00 1 $1,500.00 $0.00 $0.00 1 $15.00 $2,235.00 Connector through cutblock
MOSS105 1.9 Crown Tembec Road Permi 5-10% 2.5m Moderate 3 3 2 3 1 $0.00 $0.00 $0.00 $0.00 $0.00 1 $47.50 $47.50 Nice views
MOSS110 0.2 Crown Tembec New Trail 0-5% 0.5m Moderate 3 3 2 3 N/A 1 $40.00 1 $200.00 1 $500.00 $0.00 $0.00 1 $5.00 $745.00 Connector to South Star trails
21.3 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
$0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
SSCR05 0.8 Crown Tembec Rec. Trail 10-15% 1.25m Moderate 3 3 2 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $20.00 $20.00 Gooseneck Loop-Marking needed only for TCT
SSCR10 2.4 Crown Tembec Rec. Trail 5-10% 1.25m Gentle 3 3 2 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $60.00 $60.00 Moose Cr. Trail - Marking as TCT
SSCR15 0.8 Crown Tembec Rec. Trail 5-10% 1.25m Moderate 3 3 2 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $20.00 $20.00 Snow Cr.-Peavine-Aspen-Shady Lane Trails
SSCR20 1.1 B.C. Hydro N/A Rec. Trail 5-10% 1.25m Gentle 3 3 2 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $27.50 $27.50 Far East Trail on south edge of powerline
SSCR25 0.2 Crown Tembec New Trail 5-10% 0.5m Moderate 3 3 2 3 1 1 $40.00 1 $200.00 1 $500.00 $0.00 $0.00 1 $5.00 $745.00 New Connector Trail
SSCR30 1.9 Crown Tembec Non-stat. trls 5-10% 0.5m Gentle 3 3 2 3 1 1 $380.00 1 $1,900.00 $0.00 $0.00 $0.00 1 $47.50 $2,327.50 Only minor clearing required. Gold Cr. Connector
SSCR35 3.5 Crown N/A Public Rds 5-10% 0.5m Gentle 3 3 2 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $87.50 $87.50 Quiet rural residential roads, using shoulders.
SSCR40 0.6 City of Cbk N/A City Park 5-10% 0.5m Moderate 3 3 2 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $15.00 $15.00 Use existing trails
11.3 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
$0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00
CRFS05 7.1 City of Cbk N/A ubl. Tr. & Rd 5-10% 1.25m Moderate 2 1 N/A N/A N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $177.50 $177.50 Requires TCT marking only.
CRFS10 6.8 Crown BCTSP City RoW 0-5% 0.5m Gentle 2 2 1 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 Complete, established TCT, needs MoF estalishment
CRFS15 2.1 Crown BCTSP New Rec. Tr 5-10% 0.5m Gentle 2 2 1 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 Complete, established TCT, needs MoF estalishment
CRFS20 2.3 Crown BCTSP New Rec. Tr 5-10% 0.5m Gentle 2 2 1 3 N/A $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 Complete, established TCT
CRFS25 3.9 Crown BCTSP Sec.Road 5-10% 0.5m Gentle 2 2 1 N/A N/A $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 Complete, established TCT; Eager Hill-Ft. Steele Rd.
CRFS30 2.5 Crown BCTSP Highway 3 5-10% 0.5m Gentle 2 2 1 N/A N/A $0.00 $0.00 $0.00 $0.00 $0.00 1 $62.50 $62.50 Some additional marking required.
24.7 $0.00
Totals 94.6 $3,200.00 $14,900.00 $26,000.00 $3,000.00 $1,400.00 $1,987.50 $49,987.50
Averages $33.83 $157.51 $274.84 $31.71 $14.80 $21.01 $528.41


Conclusions:

1) Subject to review by affected tenure holders, a Trans Canada Trail route appears to
be viable from Yahk to Cranbrook (linking to Fort Steele), traversing primarily Crown
land, with a maximum elevation of just over 1200m, and accommodating at least hiking
and mountain biking along its entire length.

2) This route covers a total of 69.9 kilometers, (94.6 km to Fort Steele), and ranges in
elevation from 885m in Yahk, to almost 1300 m at the midpoint just northeast of Moyie,
and back down to just over 900 m in Cranbrook (800 m in Fort Steele).

3) This route offers several loop opportunities from the north or south. Visitors may
wish to travel a section of the trail and return back to their staging point.

4) It is estimated that this route, once the trail is properly constructed and marked,
would take approximately 24 hours to walk or 8 hrs to cycle one way not including stops.

5) This route would generally be walk or cycle ready in early May through late October.
Conditions for cross-country skiing would typically be suitable on portions of the trail
from late December to the end of February. The periods in between these windows
would be somewhat uncertain at higher elevations but at low elevations they may still be
walked or cycled.

6) This route would offer amenities in Yahk, Moyie, Cranbrook and Fort Steele. The
longest journey between amenities would be from Yahk to Moyie, a distance of 37.3 km,
or a long day walk.

7) It is estimated that this route could be completed in approximately 1-2 years for
about $50,000 not including administration and GST. Use of volunteer labour could
reduce this cost.


Recommendations:

1) Once a route is chosen in principle, all of the segments should be advertised, and
submitted for approvals to each of the affected interests. Failure to obtain
authorization or support on any one segment, could jeopardize the entire route.

2) The route should be referred to the Provincial Government’s Recreation Access
Planning Team for consideration of modes of transport and use compatibility with
proposed zoning.

3) A decision should be made regarding whether or not to incorporate snowmobile use,
as the trail alternatives selected, and layout work conducted, should consider whether
snowmobile use is to be accommodated or discouraged.

4) Route marking on completed sections of trail should be enhanced to improve visibility
and certainty for visitors traversing the trail.

5) Consideration should be given to application of dust control to the gravel road
sections of the trail where vehicle traffic is expected.

6) The final route decided on should be provided to Ministry of Sustainable Resource
Management in shapefile format to satisfy the data exchange agreement.


References:

British Columbia Trans Canada Trail Website, http://www.bctrail.bc.ca/info.html,
Ministry of Sustainable Resource Management.

Kootenay Boundary Land Use Plan Implementation Strategy, 1997, Kootenay Inter-
Agency Management Committee.

Moyie Reflections, Recollections of a Kootenay Mining Town, Ed. Ellen Dixson, 1988,
Moyie New Horizons Group.

Park Trail Planning and Construction, B.C. Parks, Participant Workbook, 1996.

The East Kootenay Land Use Plan, 1995, Government of British Columbia.

Trails B.C. Website, http://trailsbc.ca

Trans Canada Trail Foundation Website, http://www.tctrail.ca/index.php

Trans Canada Trail, the British Columbia Route, Jason Marleau, 2001, Mussio Ventures
Ltd.

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