The proposed road will connect two numbered highways (101 and 99). Accordingly, in keeping with Ministry policy, the proposed road will also be a numbered highway. Therefore, it will be a paved two lane highway with passing lanes as appropriate. It will be designed for 80 kmh travel.

Road Width Issues

Department of Highways standards are that the corridor width shall be 30 metres and the road width 11.2 m (37 ft) with 10.2 m paved and a gravel shoulder of 0.5 m on each side.  Adequate space will be required for safety barriers and drainage.

From Mile Zero to KM 53, where the Goat Lake Main intersects with Diane Main, the current road width is about 5 m (15 ft) so additional width of 6.2 m is required.  From KM 53 to KM 63 (the effective end of D Branch) the road narrows to about 3m so an additional 8.2m of width is required.

From KM 63 to KM 79.8 (west end of Jervis logging road system) a new 16.8 km road is required.

From KM 79.8 to KM 101.1 (east end of Jervis logging road system) the route had not been physically visited by the Third Crossing Society at the time of this writing. We anticipate that these old logging roads will be very overgrown with alder.  Several repairs may be required to make these roads ATV passable.  Our current business plan includes seeking input from people familiar with that part of the route and exploring the area in 2016.

From KM 101.1 to KM 124.7 (estimated east end of the Squamish logging road system) a new 23.6 km road, including a 3.2 km tunnel, is required.

From KM 124.7 to Highway 99 is currently being evaluated by the Third Crossing Society.

Snow Removal Issues

The first 61 km (from Mile Zero) to the beginning of D Branch are essentially flat, with few elevations above 250m. The last 57 km from KM 110 descend from 303m to 40m. The 14 km of Jervis Inlet roads are low level. The tunnel resolves snow removal issues for 3.2 km. Thus, snow removal issues are nominal. Only 42 km have significant snow removal issues. We are currently working on estimating annual snow removal costs.

Avalanche Issues

In the past, it has been Western Forest Products’ practice to simply log the areas where there is no snow. That is, they rotate their logging programs with the seasons. However, before entering the higher areas in the spring, avalanche control experts are consulted to be sure that avalanche danger has passed. Once the route becomes a year round highway, avalanche control will become an issue. WFP has identified nine potential avalanche areas in their road systems, two of which are near our planned route but do not extend to the route. (WFP has detailed maps evaluating the avalanche risks throughout the TFL).  Accordingly, we conclude that there are no significant avalanche issues on the western part of the route.

However, there are other areas of the route where avalanche issues may exist. We are currently assessing the eastern part of the route

Gradient Issues

For a British Columbia “connecting road” the official standard maximum gradient is 8%. However, for shorter distances the maximum is 12%. Indeed, there are some short portions in our existing road systems that approach 16%

We currently estimate that there are 5 zones where the road will have to be extended to build switchbacks where gradients would otherwise be unacceptably steep. Current estimates are that these extensions total about 11 km. We emphasize that these estimates are very preliminary and require professional evaluation. The details are.

D Branch rises from 281 to 884 m, a rise of 603 m over 5 km, an average grade of almost 12%. Depending on the actual terrain, modest lengthening may be required.

The ascent of Lausman Pass from the end of D Branch to the summit is 377 m over about 2 km an average grade of 19%. The first part of the ascent is particularly steep. Current estimates are that switchbacks will extend this section by 2 km.

The descent from Lausman Pass is even steeper than the ascent. Current estimates are that this section will require switchbacks that will extend the route by 3 km.

The balance of the descent to Jervis Inlet (2200 m), and the ascent to the west portal (920m) have not yet been evaluated. Our best guess is that an additional 3 kilometers will be required to normalize these grades.

The descent from the east portal to Sims creek is about 685 m over 3 km, an average of 23%. An additional 3 km is currently estimated to normalize this grade

Bridges, Culverts and Drainage Issues

Mile Zero to Goat Lake Vista – On our July 2014 visit we noted 9 bridges and several culverts. The bridges are concrete.

Goat Lake Vista to the head of Goat Lake –  2 bridges

Eldred River to Diane Main – We noted 6 bridges and 4 culverts

Goat Lake Main to D Branch – We noted one bridge and numerous water bars. We got almost to D Branch but were unable to cross water bar #19.

D Branch – 2 bridges

The foregoing totals 20 bridges. Our estimates will provide for 40 bridges in total.  We will refine this estimate in 2016

Unstable Ground (Rock Fall) Issues

At WFP’s Mile 35 there is a short area of unstable ground. Slide prevention or containment measures may have to be taken

On the ascent of Lausman Pass there is an area known as ‘The Bowling Alley’ (KM 64.7) that is unstable. Professional evaluation is required.

General Road Conditions

Dixon Road – this is a Provincial Government road of 3.9 km of paved and good gravel road. it takes you to Mile Zero, where Dixon becomes Goat Lake Main.

Mile zero to Tin Hat Junction (KM 8) – this is a one way road of adequate width. It is moderately rough and requires better grooming to accommodate additional speed.

Goat Lake Main to Diane Main – this portion needs moderate widening and moderately better grooming. Bridges and culverts are too narrow but are adequate at this time.

Goat Lake Main from Diane main to D Branch – This portion is too narrow. It needs to be widened from its current approximate width of 4m and about 20 water bars need to be replaced with culverts and or ditching

D Branch – The first two thirds of this road is similar to the last part of the Goat Main. The average grade of 12% is acceptable for now, but depending on particular individual grades, some route alteration may be necessary. The last third is very steep. It is virtually new road construction and there are bridging and rock fall issues.  The destroyed ATV bridge before the ascent of the pass is slated to be replaced in the autumn of 2015 or the spring of 2016.

Lausman Pass – This is one of the two areas on the route where new road is required. Switchbacks will add several km to the route, which is nominally 16.8 km. Additional data is currently being developed by the Third Crossing Society

Jervis Logging Road System – It has been a long time since this road was used. Evaluations of the terrain and the Skwawka River Bridge are required. Substantial improvements are anticipated.

Hunaechin Valley, Tunnel and descent to Sims Creek Logging road)–New road is required. Physical examinations and evaluations need to be made. The tunnel will be expensive. One of the current missions of the Third Crossing Society is continuing research on the cost of tunneling. Our current estimate of $32 million is subject to potentially significant revision. Switchbacks may require increasing the distance of this section.

Logging roads – Sims Creek to Squamish Valley Road – Logging roads will require upgrading. The later portions closer to Brackendale are in very good condition.  Elevations are moderate. The westernmost existing roads begin at 500m and over a 6.1 km distance they drop to 303m and continue the decline to 53m at km 176.9 More detailed evaluation is underway. The Squamish Valley Road (a Provincial Road of 19 km) will connect to Highway 99.