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.

1. Photo Study of a Proposed
Revised Trans Canada Trail
Route between Cranbrook and
Baynes Lake
REV 2.0
by Al Skucas
Trails BC Director
Rockies/East Kootenay
Nov 14 2005

2. Cranbrook
Wardner
Kikomun
Creek Park
Baynes
Lake

3. Cranbrook to Wardner- The Rail Trail Route- Part 1
Registered TCT only to
5.5 km point as City of
Current TCT route to
Cranbrook utility corridor
Fort Steele
KM Mileposts
Indicated
New Route would
immediately use 6 km
more of the rail grade
Isadore Canyon Trail

4. Trailhead of the Isadore Canyon
Rail Trail with interpretive display
0 km

5. This short section is the only TCT
3.5 km
registered outside any community
in the East Kootenays

6. Isadore Canyon Rail Grade
-Cranbrook City owned for 5.5
km as utility corridor
4 km

7. 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

8. Corridor currently actively used by
recreational cyclists
5 km

9. 7.5 km
Fort Steele Junction –Here
the existing TCT route turns
off the rail grade

10. Trail attributes are
excellent along this
stretch of the route
8.5
km

11. The current TCT route
through Fort Steele and
Jaffary would be 97 km from
Cranbrook to Baynes Lake. 9.5 km

12. The new route proposal via
Wardner would be 66 km
and 30 km shorter.
10.5 km

13. Opportunities for
cross country skiing
along this section
11.5 km

14. At 13 km this section
ends at Pritchard Road
13 km

15. 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

16. 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

17. 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

18. 7 km later the Eastern boundary
of private property. From this
point east the rail grade
reappears on crown land
21 km

19. Access to this
section of rail grade
at Ferguson Road
21 km

20. 21.5 km
Access to the rail grade at
the Ha Ha Creek Paved
Road intersection
This isolated section of rail grade towards
Wardner is getting grown over from lack of use

21. While other sections
remain clear
23.5 km

22. Looking West
24 km

23. Recent Hwy upgrade
took up 700 meters of
the rail grade here.
Short Bypass on crown
land would be required
Looking East
24 km

24. Short Bypass would actually
add a scenic vista
24.3 km

25. 24.6 km Parts of this bypass would
be within the trees

26. Railgrade reappears 700
meters after the new
highway 3 Re-alignment
25 km

27. Near Wardner
paralleling
Highway 3
26 km

28. The last two kms. of the rail grade ROW before Wardner is
undetermined if on or off private property
30 km

29. Wardner- 31 km from Cranbrook

30. Cranbrook to Wardner- The Rail Trail Route- Part 2
East Side Option From 14 km to 21 km the
Requires 2 Hwy rail grade has been taken
Crossings over by private interests
West Side Option
that routes around
private property
Interim Road Option
HaHa Paved Road
Bypass and Interim Options

31. 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

32. 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

33. One of three
creeks requiring
small bridges to
be constructed

34. For 4 km the HaHa Creek
Forestry Road would be used

35. East Side Highway 3 Off Road Option
For 1 km the route follows this lush
creek draw down Mayook Creek

36. This option would
be 9 km in length
Culvert Crossing
of Mayook Creek

37. 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

38. 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

39. 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

40. 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

41. HaHa Creek Paved Road- Interim Road Option

42. During development of the last section of
rail grade into Wardner, this rural road
route would be a pleasant alternative for
cyclists

43. A pretty rural scene to take
a couple of photos of…

44. This road option would
be 11 km long

45. Wardner to Baynes Lake Part 1
Wardner Kikomun
Secondary Road
Existing TCT Route
on East side of Lake
Koocanusa
Rock Creek Forest
Road would be
used for 13 km
West Side Route in Yellow with KM mileposts added

46. Wardner- Where the Kootenay River
flows into Lake Koocanusa
1 km

47. Picnic Site-
Potential to
develop as a
tenting site

48. Wardner Kikomun Secondary Road
already marked as a road
accommodating equestrian traffic
2 km

49. Rural and Idyllic Road
4 km

50. Easy grade to gain
elevation of 150m
over 6 km
6 km

51. Wardner Kikomun Road ends and
Rock Creek Forestry Road begins
7 km

52. Reduces the amount of
vehicular traffic

53. Start of Road,
has natural trail
attributes
Rock Creek Road
would be utilized
for entire length
of 13+ kms
8 km

54. Gentle/moderate
grade down to
Lake Koocanusa
9 km

55. For 4 km
parallels Lake
Koocanusa
Potential wilderness
camping sites along
this scenic section
14 km

56. Eastern end of Rock
Creek Forestry Road
and junction with the
Teepee Forestry Road
20 km

57. Wardner to Baynes Lake- Part 2
ELKO
Current TCT Route
to Baynes Lake
New route with
KM’s indicated
BAYNES
LAKE
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

58. Teepee Road- active and
heavy haul logging road

59. An access to abandoned and
old parallel road alongside the
main Teepee Road
22 km

60. This abandoned road
This old road allows
the traveller to
avoid using the
Teepee Road for
over 5km
24 km

61. Entering Lake Koocanusa
Recreation Region
27 km

62. High Use Recreation Area

63. One Lane Bailey Bridge over Lake Koocanusa
Problematic for Recreation Users
27.5 km

64. Approaches to Bridge Require
Cautious Use by recreation travelers

65. 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.

66. Main Access into
Kikomun Provincial Park
31 km

67. 32 km

68. Kikomun Creek Park
One of the Kootenays most
popular Provincial Parks

69. The Kikomun Park & Great
Northern Rail Trail Option
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

70. The Great Northern Rail Trail
This rail line hauled coal from
the Elk Valley mines to the
USA, was abandoned in 1932

71. Set up as an historic
interpretive rail trail
by the Park Service in
1980

72. Winds through Kikomun
Park for 3 km

73. Opportunity to integrate historic and
interpretive rail grade into the Trans
Canada Trail

74. Maintained trail through
rock cut section

75. Rail Grade at the eastern
boundary of Kikomun Park

76. Available Rail Grade
continues for a further 1
km east of Park

77. Rail Grade skirts alongside Baynes
Lake past interpretive display on a
nesting site of Painted Turtles

78. Approaching community of
Baynes Lake on GN Rail Grade

79. Baynes Lake Junction
35 km
Where the east and west side routes converge
to continue eastbound to Elko and Fernie

80. The End
Moving forward in Renewing and
Improving the Trans Canada Trail
Route Options in the
Rockies/East Kootenays