Cultus Lake Traffic and Transportation Study - Fraser Valley ...

A Report To: 

For: 

Cultus Lake 

Traffic and Transportation Study 

Prepared By: 

JULY 2012 

SW1193SWA

TABLE OF CONTENTS 

CULTUS LAKE TRAFFIC AND TRANSPORTATION STUDY 

1.0 INTRODUCTION .............................................................................................. 1 

2.0 BACKGROUND................................................................................................ 4 

3.0 EXISTING CONDITIONS ................................................................................. 5 

3.1 Existing Demographic and Development Data ........................................ 5 

3.2 Existing Roadway Geometry and Operational Conditions ...................... 8 

3.3 Existing Traffic Data ............................................................................... 10 

3.4 Existing Safety Data .............................................................................. 20 

4.0 FORECAST CONDITIONS ............................................................................ 26 

4.1 Demographic and Development Forecasts ........................................... 26 

4.2 Forecast Traffic Generation ................................................................... 27 

4.3 Forecast Roadway Operations .............................................................. 30 

5.0 STAKEHOLDER CONSULTATION ............................................................... 31 

6.0 PROBLEM DEFINITION ................................................................................ 34 

7.0 OPTION GENERATION AND ANALYSIS ..................................................... 36 

8.0 EVALUATION CRITERIA .............................................................................. 51 

9.0 OPTION EVALUATION .................................................................................. 54 

10.0 PREFERRED MITIGATION STRATEGY AND SENSITIVITY REVIEW ....... 75 

10.1 Preferred Mitigation Strategy ............................................................... 75 

10.2 Sensitivity Review ................................................................................ 76 

11.0 FINDINGS AND RECOMMENDATIONS ....................................................... 81 

SW1193SWA – July 2012 i

1.0 INTRODUCTION 


The Fraser Valley Regional District (FVRD)’s Cultus Lake area features an isolated 

natural setting making it a popular destination particularly during summer weekends. It 

is also home to local year round residents and businesses who require safe and 

secure daily transportation. The sole continuous connection to and from the area 

(which includes Cultus Lake, Lindell Beach, and Columbia Valley) is via the two-lane, 

undivided Columbia Valley Highway. 

Figure 1 shows the Columbia Valley Highway and Cultus Lake area in its area 

context. 

The area known as Electoral Area “E” has grown substantially since the 1970s (more 

than doubling in size) and in the past three censuses, growth has stabilized at 6% 

over the last ten years, although there remain numerous parcels which could be 

developed as residential or resort-oriented housing. In light of the built form and travel 

characteristics of the community and the expected continuation of growth, a number 

of issues have come to light regarding the transportation system serving Cultus Lake. 

These key issues may be described as follows: 

� Road capacity - is it sufficient to handle existing peak and off-peak demand? 

� Road safety – are there issues related to the roadway geometry or vehicle 

operation along Columbia Valley Highway? 

� Emergency access – does congestion constrain emergency response and 

would a secondary access alleviate delays? 

� Forecast development – how will future growth in the area increase traffic 

volumes and exacerbate the issues noted above? 

In order to address these issues, the FVRD retained Delcan to complete a traffic and 

transportation study focusing on Columbia Valley Road. The study is divided into the 

following sub sections, with the first six sections presenting the problem definition 

report: 

� Section 2.0 provides a study background; 

� Section 3.0 documents existing traffic and safety conditions based on 

available data and observations; 

� Section 4.0 discusses forecast future development and the associated 

potential traffic impacts; 

� Section 5.0 provides a summary of discussions with stakeholders in the area; 

and 

� Section 6.0 defines the problematic issues that will require mitigation. 

SW1193SWA – July 2012 1


The remaining sections identify and evaluate possible options resulting in a 

recommended mitigation strategy: 

� Section 7.0 generates options to address the issues; 

� Section 8.0 applies evaluation criteria to select a preferred option; 

� Section 9.0 evaluates the options and identifies a preferred solution; 

� Section 10.0 describes the preferred mitigation strategy including a phasing 

plan; 

� Section 11.0 summarizes study findings and recommendations. 

SW1193SWA – July 2012 2

Q:\SW\1193 - FVRD Cultus Lake Study\SWA\Dwgs\Corel 

Columbia Valley 

Highway 1 

Columbia Valley Highway 

Vedder Mountain 

Cultus Lake South / 

Lindell Beach 

Vedder Mountain Road 



Canada / USA Border 

Vedder Road 


Provincial Park 

(BC Parks) 

Yale Road 

Chilliwack 

Soowahlie IR 

East Cultus Lake / 

Sleepy Hollow 

Figure 1: Area Context

2.0 BACKGROUND 


The Cultus Lake area is an exceedingly popular destination for outdoor recreation. 

Access to water, cottages and camping / hiking activities generate high volumes of 

traffic particularly on warm summer weekends and long weekends. Along the 

Columbia Valley Highway (the lone two-lane connection with Greater Vancouver and 

the Fraser Valley), there is a Provincial Park, waterslides, golf courses, watercraft 

rentals, a marina, restaurants, stables, stores and gas stations. 

During peak times, lengthy queues can be observed along Columbia Valley Highway, 

and in recent years, the City of Chilliwack has provided temporary flagging services to 

assist with traffic flow at the Columbia Valley Road / Vedder Mountain Road 

signalized intersection. 

Mountainous terrain to the east and west and the US Border to the south limit options 

for alternate routes. In the event of a major traffic collision, natural disaster, or other 

disruption, the area would potentially be cut off. Traffic congestion can also impact 

emergency response times, and access especially during peak summer season 

period. 

The FVRD is currently undertaking an Official Community Plan (OCP) Update for 

Electoral Area “E”, which includes the Cultus Lake area. As part of the OCP update, a 

focused local area policy is being developed for the Cultus Lake South (Lindell Beach 

area). The subject traffic and transportation study findings will be an important input to 

this planning document. 

The subject study area is on Columbia Valley Road between Chittenden Road and 

Frosst Creek Bridge, an approximately 12 km section. 

SW1193SWA – July 2012 4

3.0 EXISTING CONDITIONS 


Existing conditions may be described in terms of existing demographics and 

established development, as well as the operational and geometric conditions along 

the study area roadway. 

3.1 Existing Demographic and Development Data 

Development data was obtained from the FVRD for the study area and other 

upstream / downstream locations which may contribute to traffic on Columbia Valley 

Road. 

These areas may be broken down as follows: 

SOOWAHLIE INDIAN RESERVE AND CITY OF CHILLIWACK 

This area includes 67 dwelling units on the Soowahlie IR, 78 residential lots within the 

City of Chilliwack jurisdiction and an aggregate pit operated by Kirkness Pacific. 

CULTUS LAKE PARKS BOARD AREA 

This area includes 478 residential lots, 1 church, the main beach picnic area, and 348 

campsites at Sunnyside Boulevard (operated by the Parks Board). Community 

buildings are also present in this area including the Cultus Lake Community School 

(accessed via Sunnyside Boulevard), the Cultus Lake Fire Department and an 

equipment shed. 

Cultus Lake’s commercial and entertainment centre is also located in this area. 

Commercial services include an Esso gas station, an 18 hole golf club, an 18 hole 

adventure golf course, two amusement parks (Funland and Cultus Lake 

Amusements), the recently expanded Cultus Lake waterslide park, and an 11,761 ft 2 

shopping plaza containing a variety of restaurants and services. 

EAST CULTUS LAKE AND SLEEPY HOLLOW AREA 

This area includes 172 mobile home units, 97 single family dwelling units, a 

neighbourhood store and pub, as well as the former Lakeside Marina. 

SW1193SWA – July 2012 5

BC PARKS AREA 


The total Cultus Lake Provincial Park area is 2,561 hectares (6,328 acres) and 

includes hiking trails, beach access and picnic / camping areas. There are 

330 campsites with capacities as follows: 

� Westside – 30 sites 

� Entrance Bay – 52 sites 

� Delta Grove – 57 sites 

� Clear Creek – 85 sites 

� Honeymoon Bay – 2 sites for up to 45 people 

� Maple Bay – 104 sites 

COLUMBIA VALLEY AREA 

This area borders the United States and includes 11 properties owned by the 

Department of National Defense, 135 residences, and 41 farming or vacant lots. 

CULTUS LAKE SOUTH 

This area includes Lindell Beach and numerous recreational and camping sites. A 

total of 169 dwelling units are in the area, along with 350 recreational homes, and 440 

recreational vehicle / campsites. 

Table 1 summarizes the existing development data. The Institute of Transportation 

Engineers (ITE) land use classification code is provided for the most analogous 

available land use. 

As shown, there is a significant amount of traffic generation potential within the Cultus 

Lake area. There is a high ratio of recreational type development to local community 

development which results in a very high peak traffic generation to baseline traffic 

generation ratio. 

SW1193SWA – July 2012 6

Table 1: Existing Development Data 


ID Area Land Use Existing Development 

Independent Variable Units 

Soowahlie IR & City of Chilliwack 

0 Soowahlie IR 67 dwellings, 187 population 67 single family dwelling units (ITE land use 210) 

1City of Chilliwack Lands 78 residential lots, 1 vacant lot 78 single family dwelling units 

2Kirkness Pacific Aggregate pit 

Cultus Lake Parks Board Area 

1Private Homes 80 residential lots 80 single family dwelling units 

2Residential Neighbourhood 

3Main Beach Picnic Area 

398 residential lots 

1 church 

398 single family dwelling units 

4Commercial / Activity Area Cultus Lake Parks Board Office n/a 

Cultus Lake Esso 5,344.70 ft2 convenience market with gas pumps (ITE land use 853) 

Giggle Ridge Adventure Golf 18 holes golf course (ITE land use 430) 

Cultus Lake Golf Club 18 holes golf course (ITE land use 430) 

Cultus Lake Amusements 0.3735 acre amusement park (ITE land use 480) 

Manos Steakhouse 

J Beethoven's Pizza 

Café Vanilla 

Quirky Bird Café 

The New Orient Restaurant 

Sora Sushi & Teriyaki 

Cultus Lake Suprette Grocery Store 

The New York Corned Beef Connection 

5,594.50 ft2 quality restaurant (ITE land use 931) 

Cultus Lake Post Office 11,761 ft2 shopping centre (ITE land use 820) 

Funland 0.9689 acre amusement park (ITE land use 480) 

5Cultus Lake Water Park 14.21 acres 

6Community Buildings Cultus Lake Community School 

Cultus Lake Fire Department 

Equipment Shed 

7 Sunnyside Campground 

East Cultus Lake & Sleepy Hollow Area 

348 Sites operated by Parks Board 348 campsites (ITE land use 416) 

1Mobile Home Parks 117 lots Cultus Lake Village 117 dwelling units (ITE land use 240) 

30 lots Liumchen Village 30 dwelling units 

25 lots Cultus Lake Estates 25 dwelling units 

2Residential Neighbourhood 

3 Vacant lot 


6 vacant lots 


4Residential Neighbourhood 79 residential lots 

3 vacant lots 

1 water distribution system 

1 neighbourhood store 

1 old service station 

1 neighbourhood pub 


5Marina / Vacant lot 

BC Parks Area 

Lakeside Marina 

0Total Park Area 2,561 ha = 6,328 acres 6328 acres (ITE Land Use 413) 

1Westside group campsite 

2Entrance Bay Picnic Area 

30 spaces 30 campsites 

Entrance Bay Campground 

3Spring Bay Picnic Area 

52 sites 52 campsites 

4Delta Grove Campground 57 sites 57 campsites 

5Clear Creek Campground 85 sites 85 campsites 

6Honeymoon Bay Group Sites 

7Maple Bay Picnic Area 

2 sites x 45 people 2 campsites 

Maple Bay Campground 

Columbia Valley Area 

104 sites 104 campsites 

DND 11 properties 

Privately Owned (Majority ALR) 

Cultus Lake South 


41 farming/vacant lots 


1 Lindell Beach 140 single family lots 140 single family dwelling units 

2Spring Creek 20 single family lots 20 single family dwelling units 

3Aquadel 1 lot used as golf course 

4 Lindell Beach Holiday Resort 136 recreational sites 136 recreational homes (ITE Land Use 260) 

5The Cottages 214 holiday homes 214 recreational homes 

6Creekside 1 agricultural lot 

7Thousand Trails 164 RV/campsites 164 campsites 

8Leisure Valley 49 RV sites 49 campsites 

9Timmerman 1 lot 

10 Rural Properties 6 agricultural lots 6 single family dwelling units 

11 Hillside Properties 2 lots 2 single family dwelling units 

12 Cottages Phase 2 1 lot 1 single family dwelling units 

13 Cultus Lake Holiday Park 227 RV sites 227 campsites 

SW1193SWA – July 2012 7


3.2 Existing Roadway Geometry and Operational Conditions 

Columbia Valley Highway is a two-lane undivided rural highway. The posted speed 

ranges from 30 km/h to 50 km/h and numerous advisory speed tabs are posted on 

horizontal curves. 

The corridor may be divided into four key segments: 

1 – FROM VEDDER MOUNTAIN ROAD TO LAKESHORE DRIVE 

This section is posted at 50 km/h and features relatively limited access points as it 

passes alongside the Soowahlie Indian Reserve. An approximate 1.0 m shoulder is 

available along most of the section. The intersection at Chittenden Road has been 

upgraded to serve development with a southbound to eastbound left-turn bay. 

2 – FROM LAKESHORE DRIVE TO EDMESTON ROAD 

This section features numerous access points to/from the primary Cultus Lake Park 

Board recreational activity areas. Included in the commercial services are a shopping / 

retail plaza, a waterpark, a mini-golf and formal golf course, and a service station. 

At the intersection of Sunnyside Road and Columbia Valley Highway, a modern single 

lane roundabout has been constructed to align with the main access of the expanded 

Cultus Lake Waterpark, a major peak season traffic generator. 

Due to peak season pedestrian volumes, a marked crosswalk is in place south of the 

Sunnyside Road intersection. There are no formal pedestrian facilities, however, and 

pedestrians and cyclists share the available shoulder (generally less than 1.0 m). 

3 – FROM EDMESTON ROAD TO LINDELL AVENUE 

This section falls within the Cultus Lake Provincial Park and includes accesses to / 

from campground areas. There is no or limited shoulder provided and 30 km/h speed 

zone is in place near the main park entrance area. 

4 – FROM LINDELL AVENUE TO FROSST CREEK 

This section retains a 50 km/h speed limit with limited to no shoulders provided. 

Access to Lindell Beach and numerous recreational properties are provided in this 

section. 

Figure 2 shows each of the road segments in their area context. 

SW1193SWA – July 2012 8



Frosst Creek 

4 

Lindell Avenue 


Lakeshore Drive 


3 

1 

Figure 2: Roadway Segmentation 

2 

Edmeston Road

3.3 Existing Traffic Data 


Traffic data was obtained from several sources. Firstly, the City of Chilliwack 

undertakes an annual traffic count program which typically includes the Vedder 

Mountain Road / Columbia Valley Highway intersection. These are one day counts. 

Directional tube count data is also available for Columbia Valley Highway south of 

Vedder Mountain Road. 

A second source of data is Ministry of Transportation turning movement counts at the 

Sunnyside Road / Columbia Valley Highway intersection. 

Both the above intersections can be considered to be the primary volume controls for 

traffic to / from Cultus Lake. 

Figure 3 shows the existing raw peak hour volumes recorded at critical intersections. 

Note that the count for the Vedder Mountain Road / Columbia Valley Highway 

intersection was conducted in May 2011 which would be reflective of off-peak spring 

conditions, whereas the count at Sunnyside Boulevard / Columbia Valley Highway 

was taken in late July during the peak summer season (although not necessarily a 

peak day within the summer season, such as on a long weekend). 

Historic traffic counts have been collected by the City of Chilliwack on Columbia 

Valley Highway south of Vedder Mountain road. Although the specific dates of the 

counts were not available, it is understood they are typically collected in the spring 

along with the bulk of the City’s traffic count program. 

Figure 4 shows the trend in daily traffic data over the last eleven years. This 

translates to an average annual growth rate of over 5%, however, the 2010 count 

appears somewhat anomalous. If the 2010 data were removed, the annual growth 

trend would still average 3.7%. 

SW1193SWA – July 2012 10


0 

530 

150 


Thursday May 5, 2011 

0 

0 

0 


115 

0 

51 

0 

482 

53 

Sunnyside Boulevard 

Saturday July 2010, 2010 

NOTE: 

Peak Season - June to August 

Off Peak Season - September to April 

192 

72 

154 

26 

157 

222 

Thursday April 28, 2011 

Daily Two-Way Traffic: 

6390 veh/day 



Figure 3: Existing Traffic Counts


Figure 4: Historic Daily Traffic Growth to/from Cultus Lake 

3.3.1 TRAFFIC PEAKING AND SEASONALITY 

It is noted that the two-way volume difference on Columbia Valley Highway between 

the May count and the July count is over 800 vph. While this difference may be 

partially explained by the additional access points between Vedder Mountain Road 

and Sunnyside Boulevard, it also illustrates the difference between day-to-day offpeak 

spring and winter volumes versus peak summer season volumes. 

The local parks board collects traffic estimates to assess use of the Cultus Lake area 

facilities throughout the year. Although these are rough estimates, when collected in a 

consistent fashion, they help to illustrate annual seasonality. 

Figure 5 summarizes the monthly actual and average monthly estimates of visitors. 

Of note is that during the months of June, July and August, average visitor volumes 

are a factor of 1.7 to 2.1 greater than the average for the full year combined. The 

months of April and May are also somewhat reasonably representative months for 

“average” conditions throughout the year. 

SW1193SWA – July 2012 12

Figure 5: FVRD Parks Board Visitor Estimates 


In reviewing the above statistics, and considering the difference between the May and 

August traffic counts collected at Vedder Mountain Road and Sunnyside Boulevard, 

respectively, the August counts along Columbia Valley Highway are approximately 2.7 

times higher. When consideration is made for the numerous traffic sources/sinks 

between the two surveyed intersections, a peak summer season to average season 

(spring) activity factor of 2 seems reasonable. 

3.3.2 TRAFFIC GENERATION 

Peak hour traffic generated by the land uses in the Cultus Lake area may be 

estimated through a variety of means. Current traffic counts are available at the 

Columbia Valley Highway intersection with Vedder Mountain Road as well as at 

Sunnyside Boulevard. Both of these sources provide an empirically observed basis for 

external trips generated by existing land uses in the off-peak (spring) and peak 

(summer) seasons. Another source of traffic generation numbers are the rates 

published by the Institute of Transportation Engineers. For numerous distinct land 

uses, an independent variable can be used to determine a range of peak hour vehicle 

trip rates, as well as an overall average. It is noted that these rates are derived from 

observations around North America and may require adjustment for local conditions. 

SW1193SWA – July 2012 13


For each of the local land uses, a representative independent variable was selected 

based on available data. An ITE land use category was assigned to the land use 

based on its most representative trip generation characteristics. 

By applying the analogous land use trip rate an average peak hour vehicle trip 

generation was derived for a peak Saturday. Table 2 summarizes the potential peak 

hour traffic generation for all of the land uses combined. 

SW1193SWA – July 2012 14


Table 2: Potential Saturday Peak Hour Traffic (veh/hr) – Columbia Valley and Cultus Lake 

ID Area Land Use Existing Development Existing Estimated Traffic Generation 

Independent Variable Units In Out 

Soowahlie IR & City of Chilliwack 

0 Soowahlie IR 67 dwellings, 187 population 67 single family dwelling units (ITE land use 210) 34 29 

1City of Chilliwack Lands 78 residential lots, 1 vacant lot 78 single family dwelling units 40 34 

2Kirkness Pacific Aggregate pit 

Cultus Lake Parks Board Area 

1Private Homes 80 residential lots 80 single family dwelling units 41 35 

2 Residential Neighbourhood 

3Main Beach Picnic Area 


1 church 

398 single family dwelling units 202 172 

4 Non Pass‐By Trips, General Uplift 200 200 

4 Commercial / Activity Area Cultus Lake Parks Board Office n/a 

Cultus Lake Esso 5,344.70 ft2 convenience market with gas pumps (ITE land use 853) 167 

Giggle Ridge Adventure Golf 18 holes golf course (ITE land use 430) 40 42 

Cultus Lake Golf Club 18 holes golf course (ITE land use 430) 40 42 

Cultus Lake Amusements 0.3735 acre amusement park (ITE land use 480) 4 

Manos Steakhouse 

J Beethoven's Pizza 

Café Vanilla 

Quirky Bird Café 

The New Orient Restaurant 

Sora Sushi & Teriyaki 

Cultus Lake Suprette Grocery Store 

The New York Corned Beef Connection 

5,594.50 ft2 quality restaurant (ITE land use 931) 36 

Cultus Lake Post Office 11,761 ft2 shopping centre (ITE land use 820) 30 

Funland 0.9689 acre amusement park (ITE land use 480) 11 

5Cultus Lake Water Park 14.21 acres 298 233 

6 Community Buildings Cultus Lake Community School 

Cultus Lake Fire Department 

Equipment Shed 

7 Sunnyside Campground 

East Cultus Lake & Sleepy Hollow Area 

348 Sites operated by Parks Board 348 campsites (ITE land use 416) 89 40 

1 Mobile Home Parks 117 lots Cultus Lake Village 117 dwelling units (ITE land use 240) 33 30 

30 lots Liumchen Village 30 dwelling units 9 8 

25 lots Cultus Lake Estates 25 dwelling units 7 6 

2 Residential Neighbourhood 

3 Vacant lot 


6 vacant lots 


4 Residential Neighbourhood 79 residential lots 

3 vacant lots 

1 water distribution system 

1 neighbourhood store 

1 old service station 

1 neighbourhood pub 


5Marina / Vacant lot 

BC Parks Area 

Lakeside Marina 

0Total Park Area 2,561 ha = 6,328 acres 6328 acres (ITE Land Use 413) 63 63 

1Westside group campsite 

2 Entrance Bay Picnic Area 

30 spaces 30 campsites 8 3 

Entrance Bay Campground 

3Spring Bay Picnic Area 

52 sites 52 campsites 13 6 

4Delta Grove Campground 57 sites 57 campsites 15 7 

5Clear Creek Campground 85 sites 85 campsites 22 10 

6 Honeymoon Bay Group Sites 

7Maple Bay Picnic Area 

2 sites x 45 people 2 campsites 1 0 

Maple Bay Campground 

Columbia Valley Area 

104 sites 104 campsites 27 12 

DND 11 properties 

Privately Owned (Majority ALR) 



41 farming/vacant lots 


1 Lindell Beach 140 single family lots 140 single family dwelling units 71 61 

2Spring Creek 20 single family lots 20 single family dwelling units 10 9 

3 Aquadel 1 lot used as golf course 

4 Lindell Beach Holiday Resort 136 recreational sites 136 recreational homes (ITE Land Use 260) 24 25 

5The Cottages 214 holiday homes 214 recreational homes 37 40 

6 Creekside 1 agricultural lot 

7 Thousand Trails 164 RV/campsites 164 campsites 42 19 

8Leisure Valley 49 RV sites 49 campsites 13 6 

9 Timmerman 1 lot 

10 Rural Properties 6 agricultural lots 6 single family dwelling units 3 3 

11 Hillside Properties 2 lots 2 single family dwelling units 1 1 

12 Cottages Phase 2 1 lot 1 single family dwelling units 1 0 

13 Cultus Lake Holiday Park 227 RV sites 227 campsites 58 26 

1805 1491 

Discount for shared trips (20%) 1444 1193 

SW1193SWA – July 2012 15 

167 

3 

25 

28 

8


To better illustrate the relative contributions of each major development area within 

Cultus Lake / Columbia Valley, Figure 6 presents a pie chart representation. It is 

important to note that this is based on the assumption of all land uses peaking 

simultaneously when in fact there may be a spreading of different peak hours for 

different land use types. 

Figure 6: Potential Peak Traffic Contribution 

It is important to note that there are several land uses which would not necessarily 

generate external vehicle trips (i.e. to/from Vedder Mountain Road and the rest of the 

region) and they would instead rely on trips already passing by on Columbia Valley 

Highway enroute between another primary origin or destination. Examples include gas 

stations and several of the commercial restaurant areas (e.g. patrons to the water 

park may stop in for gas or a meal while in the area). In addition, to avoid double 

counting, it is important to consider the shared trips within the Cultus Lake area. Thus 

a trip originating at a Lindell Beach residential dwelling unit and a trip destined for a 

Cultus Lake Cafe may actually be the same trip and therefore may be discounted. A 

20% discount has been assumed during peak times when all land uses are active. 

SW1193SWA – July 2012 16

Scenario 


On the other hand, there may be factors which “uplift” general traffic flows into and out 

of the area on a weekend with favorable weather. These trips may not be tied to a 

specific land use, but instead to the general recreational amenities in the area. Visitors 

and leisure travelers could be included in this uplift, estimated at up to 20% of the 

peak baseline traffic volumes (assume 200 vph, both directions). 

Table 3 compares the estimated off-peak (Spring), peak season (Summer) and peak 

day within the year (likely a long weekend) traffic volumes. 

Table 3: Estimated Traffic Generation Comparison 

Inbound 

(to Cultus Lake) 

Peak Hour (veh/hr) 

Outbound 

(from Cultus Lake) 

Two-Way Total 

Off-Peak Season (Spring) 300 180 480 

Peak Season (Summer) 680 600 1280 

Peak Day (Long Weekend) 1400 1200 2600 

3.3.3 TRAFFIC DISTRIBUTION 

SW1193SWA – July 2012 17 

Notes 

Surveyed on a weekday afternoon 

in May 

Surveyed on a weekend afternoon 

in July 

Estimated based on ITE trip 

generation rates 

The distribution of traffic is a key consideration in determining the capacity available at 

the Vedder Mountain Road / Columbia Valley Highway intersection, which in turn 

governs how much traffic can be generated in and out of the Cultus Lake area. In 

general, right-turns and through movements are easier to accommodate than leftturns 

at signalized intersections. 

Based on analysis of the May 2011 traffic count at Vedder Mountain Road and 

Columbia Valley Highway, the general split of traffic was approximately as follows for 

both peak hours: 

� 20% to / from the west; 

� 80% to / from the east. 

This distribution reflects the greater proportion of the population in Chilliwack 

accessible via Vedder Mountain Road east. As the count is taken during the off-peak 

season, it may also be more reflective of localized trips made throughout the year as 

opposed to the inter-regional trips drawn to the area in peak season. Note that traffic 

accessing Cultus Lake from Highway 1 west of Chilliwack is currently diverted to the 

No. 3 Road / Interprovincial Highway exit, meaning unfamiliar motorists from outside


of Chilliwack will enter Columbia Valley Highway from the west leg of Vedder 

Mountain Road. 

A regional travel demand model (EMME/2) is available for the City of Chilliwack. This 

model is currently being updated and re-calibrated to reflect growth between 2007 and 

2012. The model includes numerous traffic zones which represent a defined cluster of 

development, grouped according to land use characteristics (e.g. residential versus 

industrial, high density versus low density). The Cultus Lake Area is defined as a 

single zone connected to the greater Chilliwack area via a single connection to 

Vedder Mountain Road at Columbia Valley Highway. Once the model has been 

demonstrated as capable of accurately simulating background traffic volume based on 

the input land use and transportation network characteristics, forecasts will be 

generated for the 10 year, 20 year and 40 year growth horizons. As the subject study 

will provide the most in depth analysis of potential land use development and traffic 

distribution in the Cultus Lake area, results will be applied to the ongoing update of 

the model. Findings from future year model runs will be primarily applicable to 

modifications and upgrades required at the Vedder Mountain Road / Columbia Valley 

Highway intersection. 

3.3.4 ESTIMATED CAPACITY 

The capacity of Columbia Valley Highway is a key concern as growth continues in the 

Cultus Lake area. Capacity of a roadway facility may be expressed in two ways; the 

capacity of the link and the capacity of intersections which control the flow of traffic 

to/from the link. Link capacity is typically higher than intersection capacity, however, 

there may be cases where a multi-lane signalized intersection can process more 

volume than the downstream link can handle. When volume exceeds capacity, delays 

increase significantly and queues will grow until volume drops below capacity. 

In the case of a two-lane undivided highway, the Highway Capacity Manual indicates 

a capacity of 3,200 vehicles per hour two-way may be expected under ideal 

conditions. This capacity would not necessarily account for the negative effect of 

grades on heavy or trailered vehicles, friction from driveways and access points and 

most importantly the capacity at signalized intersections and roundabouts. 

In the case of a single lane roundabout such as a Sunnyside Boulevard and Columbia 

Valley Highway, US Federal Highway Administration Data suggests a maximum 

circulating volume of 1,100 to 1,200 vehicles per hour (entry flow plus conflicting flow). 

Thus a directional capacity of 1,100 vehicles per hour may be applicable for the 

Sunnyside Boulevard section of Columbia Valley Highway. At signalized intersections, 

each lane of traffic can process up to 1,800 vehicles per hour of green time. Assuming 

SW1193SWA – July 2012 18


roughly 60% of the signal cycle can be allocated to the critical movement, a lane 

capacity of 1,100 vehicles per hour may be assumed for the approach to Vedder 

Mountain Road. 

Using the most recent available turning movement counts, as well as estimates of 

peak and off-peak traffic volumes using the data studied in Section 3.3.2, detailed 

intersection capacity analysis was undertaken for the controlling Sunnyside Boulevard 

and Vedder Mountain Road intersections. Traffic volume for a peak long weekend day 

was derived by balancing the estimated peak total traffic generation in Table 3 with 

the counts available at the Vedder Mountain Road and Sunnyside Boulevard 

intersections. 

The Synchro and SIDRA capacity analysis programs were utilized for the signalized 

and roundabout-controlled intersections, respectively. Table 4 summarizes existing 

operations in terms of average delay per vehicle, volume to capacity ratio, and Level 

of Service. The Level of Service (LoS) concept is based on average vehicle delay and 

relates this delay to a quality ranking as experienced by a motorist. LoS is expressed 

in terms of a letter ranking from A (very good conditions, low delay) to F (very poor 

conditions, high delay). In most urban areas, an LoS of D or better with a maximum 

volume to capacity ratio of 0.90 is desirable. It is acknowledged that special events, 

volume surges and practical constraints may limit the achievable LoS on a consistent 

basis, however, it represents a target most agencies strive to achieve during normal 

operations. 

SW1193SWA – July 2012 19

Intersection 

Vedder Mountain Road / 

Columbia Valley 

Highway* 

Sunnyside Road / 


Delay 

(sec/veh) 

Table 4: Existing Conditions Capacity Analysis 


Off-Peak (Spring) Peak Season (Summer) Peak Day (Long Weekend) 

LoS 

Maximum 

Volume to 

Capacity 

Ratio (v/c) 

Delay 

(sec/veh) 

SW1193SWA – July 2012 20 

LoS 

Maximum 

Volume to 

Capacity 

Ratio (v/c) 

Delay 

(sec/veh) 

LoS 

Maximum 

Volume to 

Capacity 

Ratio (v/c) 

6.1 A 0.48 16.9 B 0.91 159.3 F 1.61 

5.5 A 0.20 9.4 A 0.56 91.2 F 1.12 

*Assumes optimized signal timing parameters as produced by Synchro 

As shown, capacity issues are acute during the summer season on weekends of peak 

demand. This is likely associated with good weather and a long holiday weekend. 

During the remainder of the year, although volumes increase from spring to summer, 

congestion and delays may be considered quite manageable. 

3.4 Existing Safety Data 

Collision claims data for the past 15 years was obtained from ICBC. A total of 

154 claims were reported on Columbia Valley Highway between Vedder Mountain 

Road and Frosst Creek Bridge. Of note, 69 of the claims (45% of the total) were 

related to the Vedder Mountain Road / Columbia Valley Highway signalized 

intersection. 

Data was charted to help ascertain key patterns in the claims. 

Figure 7 summarizes the total collisions by severity. As shown, one fatality was 

recorded in 1999 at Leavens Road.


Figure 7: Collisions by Severity (1997-2011) 

Figure 8 summarizes the collision trend by year. Although not necessarily tracking the 

volume trends presented previously, the claims trend suggests a general increase 

over time, with some regression to the mean of 10 claims per year noticeable in 2004 

and 2010. 

Figure 8: Collisions by Year (1997 – 2011) 

SW1193SWA – July 2012 21


Figure 9 summarizes collisions by month. As expected, collisions increase in the 

higher traffic volume summer months of June, July, and August. 

Figure 9: Collisions by Month (1997 – 2011) 

Figure 10 summarizes collisions by day of the week. Slight increases are observed 

on Fridays. 

Figure 10: Collision by Day of Week (2007 – 2011) 

SW1193SWA – July 2012 22


Figure 11 summarizes the collisions by time of day. As shown, collisions are most 

prominent during the afternoon peak period between 3:00 PM and 6:00 PM. 

Figure 11: Collisions by Time of Day (1997 – 2011) 

Figure 12 summarizes the collision types as obtained from the claim records. Rear 

end collisions are the prominent type, followed by off-road and intersection 90 degree. 

Figure 12: Collisions By Type (1997 -2011) 

SW1193SWA – July 2012 23


Of the 154 total claims, 69 were reported to police. Of the 69 reported to police, 

approximately 13 were flagged as involving alcohol (19%), 24 involved speed (35%), 

and 24 involved a young driver (35%). Several incidents combined two or more of 

these factors. 

A plot of collision claims locations is provided in Figure 13. While data is clustered 

around intersections, it should be noted that this is common as claimants and police 

officers may “tag” an incident with the nearest identifiable landmark. 

Figure 13: Collision Claims Locations (Approximate) 1997 - 2011 

SW1193SWA – July 2012 24


With regards to how the collision experience compares with other similar facilities 

throughout BC, the corridor was assessed against historic collision data. The corridor 

from Vedder Mountain Road to Frosst Creek is approximately 12 km in length. 

For comparable rates, the Ministry of Transportation’s Average Provincial Collision 

Rates by Highway Service Class were reviewed. Note that these reference rates are 

based on the Ministry’s Collision Database which is derived from police reports as 

opposed to ICBC claims. Thus in order to compare observed collision rates to the 

reference rates, only those claims in the ICBC database which were reported to police 

were utilized. 

Between 2003 and 2007 (the most recent five year dataset), the Ministry rate for 

Urban Arterial Undivided roadways with up to 3 lanes is 0.86 collisions per million 

vehicle kilometers. Over the last five years there have been 33 collisions reported to 

police along Columbia Valley Highway for an average of 6.6 per year. The average 

daily traffic volume over the last five years excluding the anomalous 2010 count was 

6848 vehicles. This equates to a rate of 0.22 collisions per million vehicle kilometers 

travelled (Collisions x 10 6 / Length x Average Annual Daily Traffic x Time Period x 

365). This rate is considerably lower than similar facilities around the province even 

though it includes collisions related to the Vedder Mountain Road / Cultus Lake Road 

signalized intersection. If the Vedder Mountain Road / Cultus Lake Road-related 

collisions were removed from the total along the segment, the collision rate would 

drop to 0.11 collisions per million vehicle kilometers travelled. 

As a comparison, the rate for a Rural Arterial Undivided roadway was assessed. This 

reference rate was 0.67 collisions per million vehicle kilometers travelled which is 

more than three times as much as the observed rate along Columbia Valley Highway. 

It is also noted that historic collision experience would not reflect the recent installation 

of a modern roundabout at the Sunnyside Boulevard intersection in 2011. This 

intersection recorded the second highest frequency of collisions after the Vedder 

Mountain Road signalized intersection. 

SW1193SWA – July 2012 25

4.0 FORECAST CONDITIONS 


Forecast traffic conditions are dependent on two key variables. Firstly, the amount of 

development activity which will increase the baseline amount of traffic on Columbia 

Valley Road even in off-peak seasons of the year and secondly, the amount of uplift 

that could occur on summer weekends as a result of regional growth and demand for 

use of the area’s recreational amenities. 

4.1 Demographic and Development Forecasts 

Development potential forecasts were obtained from the FVRD based on available 

zoning and current applications that are under consideration. Table 5 summarizes the 

potential developments and land use types. 

East Cultus Lake & Sleepy Hollow 

Table 5: Development Potential Estimates 

Area Land Use Variable 

Current Development Applications 20 condominium units 


Current Development Applications 290 recreational homes on three sites 

Future Potential Development 

99 recreational homes, 418 recreational vehicle / 

campsites 

With regards to general uplift due to area recreational access, the overall FVRD’s 

population forecasts were reviewed. The FVRD’s Regional Growth Strategy indicates 

that up to 450,000 people could be living in the region by 2030, an increase of 

192,969 or 75% over 2006’s total of 257,031. The average growth rate would be 

approximately 2.4% per annum. As Cultus Lake is one of the primary recreational 

destinations in the region, it is possible that demand for use of the park’s recreational 

amenities could increase in proportion to the general population. Furthermore, 

according to the Regional Outdoor Recreational Study for Metro Vancouver and 

Fraser Valley Regional District 5% of Metro Vancouver residents make use of FVRD 

parks. Thus growth in nearby Metro Vancouver communities such as Surrey, Langley 

and Maple Ridge may contribute to the growth in peak season trips to the Cultus Lake 

area. 

SW1193SWA – July 2012 26

4.2 Forecast Traffic Generation 


For the three scenarios previously analyzed (Off-Peak Season, Peak Season, Peak 

Day), traffic was forecasted to the year 2030 as follows: 

� For Off-Peak Conditions (Spring) - only the traffic associated with specific 

developments was added to the existing total as this would be reflective of 

year-round total trips. 

� For Peak Season Conditions (Summer) - background summer volumes were 

factored up by 2.4% per annum to the year 2030 (18 years) before 

superimposing traffic associated with specific developments. 

� For Peak Day Conditions (Long Weekend) - background (estimated) peak day 

volumes were factored up by 2.4% per annum to the year 2030 (18 years) 

before superimposing traffic associated with specific new developments. 

Forecast traffic volumes from specific developments are summarized in Table 6, while 

Figure 14 shows the total forecast traffic volumes for each scenario taking into 

account background growth from uplift. 

SW1193SWA – July 2012 27


Table 6: Saturday Traffic Generation for Specific Potential Developments 

Area Potential Land Use Inbound Trips (veh/hr) 

East Cultus Lake & Sleepy Hollow 

Outbound Trips 

(veh/hr) 

Current Development Applications 20 condominium units 5 4 


Current Development Applications 290 recreational homes on three sites 50 54 

Future Potential Development 

99 recreational homes 17 19 

418 recreational vehicle / campsites 106 48 

Totals (Summer) 179 125 

Totals (Off Peak = Summer minus RV / campsites) 73 77 

As shown, a two-way total of up to 304 vehicles per hour could be generated by 

potential developments during a summer day when most units are occupied. During 

the remainder of the year, traffic generation would likely be less as the recreational 

vehicle / campsites would not be active. 150 vehicles per hour would be a more likely 

traffic generation through the September to May season. 

As a validation of the trip generation rates used in Table 6, Cultus Lake area currently 

has approximately 1,200 dwelling units and 350 recreational homes for a total of 

1,550 units with potential year round occupancy. During the off-peak season, 

Columbia Valley Highway carried a two-way peak hour traffic volume of 480 vph. The 

resultant trip generation rate of 0.31 vph per dwelling unit is close to the ITE rate for 

recreational homes and much lower than the ITE rate for single family homes. 

This expected percentage increase in off-peak season volumes is expected to be in 

the order of 31% (150 vph / 480 vph) which is consistent with the percentage increase 

in dwelling units of 26% (409 units / 1,550 units). 

SW1193SWA – July 2012 28



Off-Peak Conditions (September to April) 


294 

264 

Summer Conditions (June to August) 


847 

192 

240 

955 

Peak Summer Day Conditions (Long Weekend) 

294 

86 

294 

484 

216 

41 

1584 

377 

240 

281 

240 

1836 




370 

1220 

2320 

310 

980 

2080 

259 

810 

150 

1960 290 

114 

0 

119 

115 

0 

51 

Figure 12: Forecast Traffic Volumes (2030) 

290 260 

0 

294 

73 

1040 290 

259 

1911 

150 

0 

0 

0 

240 

900 

114 

0 

119 

35 

0 

15 

115 

0 

51 

1825 

0 

222 

16 

39 

810 

53 

39 

1732 

53

Intersection 

Vedder Mountain Road / 


Sunnyside Road / 


4.3 Forecast Roadway Operations 


Using the forecast volumes derived in Section 4.2, an updated capacity analysis was 

undertaken for the controlling intersections along Columbia Valley Highway. Table 7 

summarizes the results. 

Delay 

(sec/veh) 

Table 7: Forecast Conditions Capacity Analysis 

Off-Peak (Spring) Peak Season (Summer) Peak Day (Long Weekend) 

LoS 

Maximum 

Volume to 

Capacity 

Ratio (v/c) 

Delay 

(sec/veh) 

SW1193SWA – July 2012 30 

LoS 

Maximum 

Volume to 

Capacity 

Ratio (v/c) 

Delay 

(sec/veh) 

LoS 

Maximum 

Volume to 

Capacity 

Ratio (v/c) 

8.1 A 0.67 160.7 F 1.63 793.9 F 4.37 

5.3 A 0.25 24.4 C 0.98 586.7 F 1.78 

*Assumes optimized signal timing parameters as produced by Synchro 

In the reviewing the above, there are several considerations that may impact the 

capacity and operation of the intersection at Vedder Mountain Road. The City of 

Chilliwack is undertaking a design exercise to confirm upgrades at the intersection as 

well as along Vedder Mountain Road across to Chilliwack Lake Road. These 

upgrades could improve capacity during both peak and off-peak times, thereby 

reducing the duration and intensity of congestion, particularly on long weekends. For 

instance, if a westbound to southbound left-turn were provided as part of these 

upgrades along with a protected/permissive left-turn phase the intersection operation 

could improve to LoS D with maximum volume to capacity ratio of 1.00 during the 

peak summer season. Alternative improvements could include a single lane 

roundabout. 

For all other times of the year, analysis suggests that the current configurations are 

adequate to accommodate day-to-day off peak traffic. Off peak conditions represent 

approximately three quarters of the year.

5.0 STAKEHOLDER CONSULTATION 


In order to gain further insight into key traffic, safety, and access issues affecting 

Columbia Valley, consultation with selected stakeholders was undertaken. A general 

summary of the discussions is as follows: 

MINISTRY OF FORESTS, LANDS AND NATURAL RESOURCES 

Contact: Jim Neuman, Engineering Officer 

As part of the Ministry mandate, Forest Service Roads (FSRs) are generally open to 

the public with advisories based on the difficulty of terrain encountered. Tenured 

roads are visible through the Ministry’s mapping website. In addition, information on 

the design standards and classification is available through the Engineering Branch. 

Classification can range from basic one lane roads requiring high clearance 4WD 

vehicles to graveled two lane roads traversable by standard passenger vehicles. 

With regards to feasible alternative routes for Columbia Valley Highway traffic in the 

event of an emergency, there are numerous recreational trails atop Vedder Mountain 

to the west accessible via Parmenter Road. In theory, a connection could be made to 

the Abbotsford road network on the west side of the mountain, however, there are 

private lots adjacent to the foot of the mountain which would restrict access. To the 

east, one potential route could include a combination of Sleepy Hollow Road, Vance 

Road, Liumchen Creek FSR, Vedder Logging Company Road, and finally to 

Chilliwack Lake Road. This could also serve as an alternate route for Chilliwack Lake 

Road in the event of an emergency closure on that facility. 

FRASER VALLEY REGIONAL DISTRICT, FIRE SERVICES AND PROGRAMS MANAGER 

Contact: Chris Wilson 

There are two fire departments in the Cultus Lake area – the Columbia Valley 

Volunteer Fire Department and the Cultus Lake Volunteer Fire Department. During 

motor vehicle incidents or emergencies, the Ambulance Service also assists. 

Depending on the location of the incident, Columbia Valley can respond from their 

location on Kosikar Road south of Lindell Beach, however, the Cultus Lake Provincial 

Park is not technically covered by either department. 

Common issues include rapid response to and clearance of incidents as a result of 

congestion. At times two lanes will need to be closed resulting in lengthy delays until 

police or other resources arrive to assist with traffic control. Of note is the concern 

around having to stop traffic in relatively risky locations where collisions have occurred 

(e.g. sharp curves with limited visibility). Transporting patients requiring medivac 

necessitates transfer to flatter terrain within Cultus Lake proper. 

Common response areas include collisions at the Entrance Bay area near Edmeston. 

SW1193SWA – July 2012 31


Statistics for the Columbia Valley Fire Department from 2005 to 2011 indicate a peak 

in calls in 2010 followed by a reduction in 2011, which is consistent with the peaking 

trend noted for daily traffic volumes. 

FRASER VALLEY REGIONAL DISTRICT, EMERGENCY PROGRAM MANAGER 

Contact: Lynn Orstad 

A staggered evacuation plan would be implemented in the event of a major disaster or 

emergency situation affecting the Columbia Valley and Cultus Lake. 

In general, there are some concerns with having only one major access point (there is 

an alternative through First Nations land via Sleepy Hollow but access may not be 

reliable). Although other BC communities do indeed deal with the risk of disasters 

cutting off access, the distinction with the Cultus Lake area is the significant increase 

in peak population on a sunny weekend. 

CHILLIWACK RCMP, CULTUS LAKE AREA 

Contact: Corporal Finnan 

The RCMP has conducted pro-active enforcement on long weekends for the past 

several years. This generally consists of a roadblock for vehicles entering the area 

and checks for license/registration, vehicle safety violations and liquor violations. 

In general requests for traffic enforcement are secondary to concerns related to 

general law enforcement and public safety on peak weekends. The roadblock helps to 

filter out potential trouble related to drinking before patrons enter the area. 

Peak seasonal issues are dependent on two issues – the quality and duration of good 

weather, as well as, the condition of the economy (a poorer economy tends to 

encourage more local vacations). It was noted that while Alouette Lake (Golden Ears 

Park) tends to cater to the Tri Cities / Pitt Meadows / Maple Ridge area, Cultus Lake 

tends to cater to Surrey / Langley as well as the Fraser Valley. 

There are concerns about the new roundabout operation on peak summer days when 

the water park is busy. Pedestrian crossing also interfere with traffic flow which tends 

to peak on the last day of a sunny long weekend (the August long weekend was noted 

as particularly busy). 

In the past, a resident’s only permit system was attempted (residents would be 

provided a windshield sticker or card to display to bypass checkpoints which 

intercepted/turned around non-locals when the area reached practical capacity. 

However, residents objected to being stuck in the same congestion as the checkpoint 

queue. 

SW1193SWA – July 2012 32


An alternate route into and out of the area would be of huge benefit not only for 

emergency response but for traffic management purposes. There would also be some 

benefit to providing a formalized enforcement pullout area, possibly near Parmenter 

Road. 

With regards to parking enforcement, it was suggested that the authority to ticket and 

tow vehicles was not present and that this should be clarified. For private resort roads, 

it is the responsibility of the owners to request tow removals if vehicles are blocking 

access. 

CULTUS LAKE VOLUNTEER FIRE DEPARTMENT 

Contact: Warren Mazuren 

Generally, emergency response procedures are the same throughout the response 

area. Safety is a concern during peak tourist season, as not only can congestion 

impact access to incidents, it also delays members in their personal vehicles traveling 

to the fire hall. 

A secondary access would alleviate some congestion, ideally for people coming 

to/from Abbotsford and areas to the west. The only alternative routes are through the 

Soowahlie IR and up Vance Road through the old base to the Tamihi Bridge. The 

latter route would require significant upgrades to make it safe for public year round 

use. 

Blind corners along sections of the highway can create collision hotspots and make it 

difficult to safely control an incident scene. 

SW1193SWA – July 2012 33

6.0 PROBLEM DEFINITION 


In light of the traffic capacity analysis, the safety review and the discussions with local 

stakeholders, key issues affecting Columbia Valley Highway may be defined as 

follows: 

� Columbia Valley Highway at Vedder Mountain Road is the only fully 

accessible, year round access to/from Cultus Lake and the Columbia Valley. 

There are approximately 1,200 homes in the area, along with 350 recreational 

homes and numerous campsites. When coupled with the publicly accessible 

parks and recreational amenities, the seasonal population surges 

significantly. 

� Although day-to-day traffic data is not available, yearly intersection counts at 

the Columbia Valley / Vedder Mountain intersection have shown a consistent 

growth trend, averaging between 3.7% to 5% per annum over the last eleven 

years. 

� Estimates for Cultus Lake parks board usage indicate that average visitor 

numbers in June, July and August are approximately twice as high as the 

average for the remaining months of the year. When summer and spring 

traffic counts are compared, the doubling of activity appears to be a 

reasonable estimate of seasonal peaking. 

� Assuming all land uses peak concurrently and that the Institute of 

Transportation Engineers land use codes are representative, the potential 

peak traffic generation for all of the development in the Cultus Lake and 

Columbia Valley area would be in the order 2,600 vehicles per hour, two-way. 

This includes some inferred “uplift” of visitor traffic not linked to any particular 

destination during a peak long weekend with excellent weather, but also 

discounts for shared trips within Cultus Lake and Columbia Valley. 

� Spring (off-peak season) traffic distribution at the Columbia Valley Highway / 

Vedder Mountain Road intersection is approximately 80%/20% to/from the 

east/west, respectively suggesting most trips are linked with Chilliwack’s 

Vedder Road. This distribution may change to be more westerly oriented 

during long weekends. 

� Columbia Valley Highway’s two lane rural cross section is estimated to have a 

directional capacity of 1,100 vehicles per hour, controlled primarily by the 

signal and roundabout controlled junctions at Vedder Mountain Road and 

Sunnyside Boulevard. 

� Examining operations at controlling intersections during the off-peak (spring), 

peak season (summer) and peak day (summer long weekend), it was 

SW1193SWA – July 2012 34


confirmed that capacity is only likely exceeded during a peak day and at all 

other times there is sufficient capacity to accommodate off-peak and summer 

traffic flows. 

� Collision data for Columbia Valley Highway indicated 45% of claims were 

related to the Vedder Mountain Road / Columbia Valley Highway signalized 

intersection. There has been a general increase in collisions over the past 

14 years; however, when compared with other Ministry of Transportation 

roadways carrying similar volumes, the general rate of collisions is less than 

the provincial averages. 

� Several potential development sites could add up to 304 new vehicles per 

hour (two-way combined) to the Columbia Valley Highway, mostly during the 

summer season. In addition, the general Fraser Valley Region could grow by 

as much as 2.4% per annum through to the year 2030 

� Analysis of forecast 2030 conditions combining site specific traffic and general 

uplift growth confirmed that summer season conditions would reach capacity 

and would continue to greatly exceed capacity on a peak summer day. 

However, the off-peak (September through April) conditions which represent 

three quarters of the year would continue to operate acceptably. 

� Discussions with area stakeholders have confirmed that a key concern is the 

availability of an alternative route to/from Columbia Valley that can be 

accessed by the public in the event of an emergency. Although other BC 

communities face similar isolation risks, the seasonal fluctuations to and from 

Cultus Lake and Columbia Valley make for a higher risk during peak summer 

days. 

Principal Objectives for Future Mitigation Measures 

In light of the problem definition statements above and considering the range of 

potential development scenarios (in the event of an observed high or low pace of 

development) it is considered important to frame several principal objectives to shape 

the development of options both in the ensuing sections of the report, as well as by 

future decision makers. These principal objectives may be described as follows: 

Objective 1: Enhance emergency management capabilities to/from Cultus Lake. 

Objective 2: Manage and reduce traffic congestion at peak times of the year. 

Objective 3: Promote alternative modes of transportation to/from and within the area 

Objective 4: Maintain a high level of road safety along Columbia Valley Highway. 

SW1193SWA – July 2012 35


7.0 OPTION GENERATION AND ANALYSIS 

In response to the problem definition statements and principal objectives for future 

mitigation measures, along with discussion with the project team, a number of options 

were developed. These options range from short term, low cost, operational 

improvements, to longer term, higher cost capital projects. 

The options are described as follows and are not listed in any particular priority or 

ranking: 

OPTION 1: UPGRADED OVERLAND FSR ROUTE (EAST) 

This option would provide for an upgraded, year-round connection to Chilliwack Lake 

Road by way of the existing Liumchen Creek Forest Service Road. The existing road 

is approximately 12 km long and is assumed to be one lane wide. A gate prevents 

access through the Department of National Defence property east of Vance Road. 

This was closed due to illegal dumping concerns several years ago. The road features 

tight radius curves and steep grades which present challenges to upgrading. Based 

on current grading construction costs from the Ministry, a new 2-lane Low Volume 

Road would cost in the order of $500,000 to $800,000 per km in “easy” conditions and 

in the order of $1 M to $2 M in “difficult” conditions. If it assumed that the upgrades 

required to permit year round use for standard passenger vehicles consisted primarily 

of pullout construction, localized widening, and some vertical/horizontal curve 

smoothing and grading, these could cost a fraction of the new build costs as phased 

improvements, perhaps in the order of $75,000 to $100,000 per km or a total of 

$900,000 to $1,200,000. 

By connecting to Chilliwack Lake Road at the Vedder River, this option would also 

provide access flexibility for residents of Chilliwack Lake Road (a similarly isolated 

community) in the event of an emergency road closure. 

SW1193SWA – July 2012 36

P R O M O N T O R Y 

VEDDER ROAD 

CHILLIWACK LAKE ROAD 

CHILLIWACK LAKE ROAD 

LIUMCHEN CREEK FOREST SERVICE ROAD 

SLEEPY HOLLOW ROAD 

VALLEY HIGHWAY 

COLUMBIA 


0 1:50000 

2000m


OPTION 2: MEMORANDUM OF UNDERSTANDING TO UTILIZE SLEEPY HOLLOW 

CONNECTOR 

This option would provide for year round usage of the Sleepy Hollow Connector 

through the Soowahlie IR. The road is currently graveled but traversable by two and 

four wheel drive vehicles. The Memorandum of Understanding (MoU) would help to 

clarify the right of public traffic to make use of the Connector as an alternative for 

travel between Cultus Lake and Vedder Mountain Road. In general, because of the 

more circuitous routing, use of the Connector would primarily occur during periods of 

intense peak weekend congestion or major incidents requiring closure of Columbia 

Valley Highway. In exchange for use of the road, the MoU could outline funding 

sources for ongoing maintenance requirements. 

OPTION 3: NEW OVERLAND FSR ROUTE (WEST) 

This option would provide for an upgraded, year-round connection to Abbotsford’s 

Wells Line Road by way of a switchbacked connection over Vedder Mountain. In 

reviewing the Vedder Mountain Trails and possible access points, one route would 

connect via an existing hydro clearing off of Iverson Road. To meet maximum grade 

requirements, the road would require extensive use of switchbacks and would require 

a new road to be built for approximately 5 km (even though the direct route is 2.5 km, 

switchbacks would add significant length). At $800,000 per km the road could cost 

approximately $4 M. Property acquisition and extensive clearing and grading would 

also be required. 

SW1193SWA – July 2012 38

NO 5 ROAD / ATKINSON 

ROAD 

CAMPBELL ROAD 

WELLS LINE ROAD 

VYE ROAD 

MARION ROAD 

DIXON ROAD 

A B B O T S F O R D 

POWERHOUSE 

ROAD 

OLD YALE ROAD 

INTER PROVINCIAL HIGHWAY 

U S A 

BOUNDARY ROAD 


IVERSON ROAD 

COLUMBIA VALLEY ROAD


OPTION 4: NEW SHOULDERS THROUGH SECTION 3 (EDMESTON TO LINDELL) 

This option would provide for 1.5 m shoulders on both sides of Columbia Valley 

Highway through the 5 km section of Cultus Lake Provincial Park. Shoulder widening 

would improve sightlines, accommodate walkers and cyclists, and provide for 

additional road width to minimize the risk of collisions. It could also increase speeds 

and encourage on-road parking at peak times. At $1 M per kilometer, the total cost 

could be $5 M. 

There are pinch points where provision of the widened shoulders may be cost 

prohibitive (bridge crossings over creeks, major rock cuts), however, as part of a 

phased approach, the most critical sections may be upgraded funding permitted. 

SW1193SWA – July 2012 40

0 1:40000 1600m 

0 1:200 

8m 

1.5 m 

COLUMBIA 



A 

A 

3.6 m 3.6 m 1.5 m 

A-A TYPICAL SECTION 


CHILLIWACK LAKE ROAD


OPTION 5: NEW MULTI-USE PATHWAY THROUGH SECTION 3 (EDMESTON TO 

LINDELL) 

This option would provide for a 3.6 m pathway on the east side of Columbia Valley 

Highway through the 5 km section of Cultus Lake Provincial Park. Because of the 

extensive earthworks, retaining walls and vegetation removal likely required, 

construction costs could be high adjacent to the existing roadway, however, one 

opportunity would be to utilize the parallel hydro corridor and a Ministry Road 

dedication near Edmeston Road. At over $1 M per kilometer (for the additional 

separation and pavement width relative to the widened shoulder option), the total cost 

could be over $5 M. 

There are pinch points where provision of the new Multi-Use Path may be cost 

prohibitive (bridge crossings over creeks, major rock cuts), however, as part of a 

phased approach, the most critical sections may be upgraded funding permitted. 

SW1193SWA – July 2012 42

0 1:40000 1600m 

0 1:200 

8m 

0.5 m 

3.6 m 3.6 m 

COLUMBIA 



A 

0.5 m 

VARIES 

A-A TYPICAL SECTION 

A 

3.6 m 


CHILLIWACK LAKE ROAD


OPTION 6: NEW ENFORCEMENT CHECKPOINT / VEHICLE INTERCEPTION AREA 

This option would provide for a paved enforcement pullout area at the entrance to the 

primary Cultus Lake activity areas. By providing a safe area for vehicles to be 

detained / inspected, this will facilitate peak weekend safety campaigns. In the event 

of a major downstream emergency involving a road closure, it can also be used as a 

turnaround point. Candidate locations could include the west of side of Columbia 

Valley Highway at Chittenden Road, tying in with the recently upgraded intersection. 

SW1193SWA – July 2012 44

COLUMBIA VALLEY HIGHWAY 

0 1:2000 

80m 


CHITTENDEN ROAD 

CHITTENDEN ROAD


OPTION 7: INTELLIGENT TRANSPORTATION SYSTEMS APPLICATIONS 

This option would provide for a package of measures deploying Intelligent 

Transportation Systems (ITS). ITS in the Cultus Lake / Columbia Valley context could 

be used to collect and analyze data, provide traveler information, and optimize the 

signal timings at the Columbia Valley Highway / Vedder Mountain Road intersection. 

Installation of traffic detection loops could allow for gathering of traffic data by 

classification (heavy truck or trailer versus passenger vehicles), speed, and daily, 

hourly and monthly flows. Information could be used to assist in planning initiatives, 

traffic management implementation, and infrastructure renewal. In the event that a 

traffic signal remains as the control type at the Columbia Valley Highway / Vedder 

Mountain Road intersection, ITS and the detector loops could be used to adjust signal 

timing plans to be more compatible with traffic flows. Estimated cost would be in the 

order of $545,000, including two permanent Variable Message Signs at $100,000 to 

$200,000 each, 4 detector and camera stations at $10,000 each, $100,000 for 

systems integration (with DriveBC or other regional traffic information centres) and 

$5,000 for communications. 

OPTION 8: PEAK WEEKEND TRAFFIC AND TRAVEL DEMAND MANAGEMENT 

STRATEGIES 

This option would provide for a formalized traffic management plan for the Columbia 

Valley Highway during peak long weekends. While there are several strategies that 

are implemented as and when required such as Traffic Control Personnel and RCMP 

enforcement, a comprehensive plan could assist in agency coordination, public 

messaging and traffic control strategies. With larger traffic generators such as the 

Cultus Lake Provincial Park, there is an opportunity to restrict in/out vehicle privileges 

during the heaviest traffic hours or staggering load outs to spread the peak load on a 

long weekend. Although previously attempted without success, an important 

component of this option would be to implement some form of local access only once 

visitor volumes exceeded a certain threshold. As previously implemented, local traffic 

had a tendency to become stuck within the same queuing and delay as general traffic. 

Part of an enhanced strategy would be to cone out or develop a bypass lane for locals 

(identified with a visible tag) and provide Changeable Message Signage upstream of 

the checkpoint to minimize non-local traffic queues. This option would therefore work 

best with Option 6 or 7. 

SW1193SWA – July 2012 46

CMS 

NO. 3 ROAD 

HIGHWAY 1 

YARROW CENTRAL ROAD 


VEDDER MOUNTAIN ROAD 


Cultus 

Lake 

HIGHWAY 

COLUMBIA VALLEY 

CMS 

VEDDER ROAD 

Chilliwack

OPTION 9: SELECTED GEOMETRIC IMPROVEMENTS 


This option would provide for geometric and signage improvements at selected 

locations where collision reports appear to be clustered. 

At Lindell Avenue / Columbia Valley Highway, 5 collisions were reported to ICBC and 

two involved a southbound to westbound right-turn from Columbia Valley Highway 

colliding with a vehicle at the Lindell Avenue eastbound stop bar. Based on a review 

of the intersection and its nearby campground access points (immediately to the west 

of Columbia Valley Road there are several closely spaced accesses to the Maple Bay 

Campground), southbound right-turn vehicles may not be decelerating sufficiently 

before turning right and possibly encountering a queue at these locations. A right-turn 

deceleration lane may assist in slowing vehicles and providing for some queue 

storage where necessary at peak times. 

Along Columbia Valley Highway between Leavens Road and Sleepy Hollow Road, 

there were several rear end collisions reported, some related to turning vehicles. 

There are two access points with Leavens Road within a short distance and these 

could be consolidated along with the provision of left-turning bays and improved rightturning 

radii. 

As a final long term improvement, the area around the former marina (near Edmeston 

Road) features several sharp horizontal curves. A roadway dedication has been made 

by the Ministry of Transportation in a corridor immediately east of the existing 

roadway. This would allow for a smoothing of the curve through this section and could 

be coupled with wider shoulders and better sightlines. There is a potential impact to 

nearby accesses and properties, however, and this would place the improvements 

into a much longer term horizon. 

SW1193SWA – July 2012 48


0 1:2000 

80m 


LINDELL AVENUE 

LINDELL AVENUE

SWELTZER CREEK CRESCENT 

COLUMBIA VALLEY HIGHWAY LEAVENS ROAD 

0 1:2000 

80m 

SWELTZER CREEK CRESCENT 

COLUMBIA VALLEY HIGHWAY LEAVENS ROAD

8.0 EVALUATION CRITERIA 


A set of high level evaluation criteria was developed based on the identified problems 

to be addressed and comparative analysis prepared for previous planning studies. 

The criteria are a combination of quantitative and mostly qualitative factors to assist in 

selecting a preferred alternative. 

A. TRAFFIC LEVEL OF SERVICE AND MOBILITY IMPACT 

Using the forecast traffic conditions and proposed geometric and operational 

modifications, an assessment of each option’s impact on level of service and mobility 

will be conducted at a high level. This assessment will take into consideration impacts 

to movement capacity, control delays, and conflicts affecting the quality of service. 

Evaluation Output: Minor / Moderate / Strong Positive or Negative Impact on 

Mobility and LoS 

B. ABILITY TO ACCOMMODATE FLUCTUATING DEMANDS 

Each option should be capable of accommodating both baseline flows, but also peak 

weekend demands with a little incremental cost and impact as possible. As an 

alternative means of measuring flexibility, the option could allow for reduced demand 

to fit within a given capacity. 

Evaluation Output: Low / Moderate / High Flexibility to Accommodate Peak 

Demand 

C. EFFECT ON COLLISION FREQUENCY/SEVERITY 

The option’s effect on collision frequency and collision severity will be assessed 

considering industry standard collision modification factors, reflective of geometric 

and/or operational changes. 

Evaluation Output: Minor / Moderate / Significant Increase or Decrease in 

Collision Frequency / Severity 

D. EFFECT ON EMERGENCY MANAGEMENT 

The option’s ability to assist with or mitigate the negative effects of a major emergency 

evacuation or road link shutdown is assessed qualitatively. 

Evaluation Output: Low / Moderate / Strong Positive or Negative Effect on 

Emergency Management 

SW1193SWA – July 2012 51

E. EFFECT ON NON-MOTORIZED TRAVEL MODES 


The effect on pedestrian and cyclist safety will be qualitatively evaluated based on 

changes in geometry, traffic speed, adequacy of facilities, and ease of roadway 

crossing. 

Evaluation Output: Low / Moderate / Significant Positive or Negative Effect on 

Non-Motorized Travel Modes 

F. ACCOMMODATION OF TRAILERED / RECREATIONAL VEHICLES 

Due to volume of larger vehicle combinations including recreational vehicles and 

vehicles towing trailers, options must be able to accommodate their turning paths and 

operational constraints. The effect will be qualitatively evaluated based on changes in 

geometry, traffic speed, adequacy of facilities, and ease of access. 


Trailered / Recreational Vehicles 

G. EFFECT ON LOCAL RESIDENT ACCESSIBILITY 

This criterion determines the effects of each option on local accessibility in terms of 

the ability to safely access or cross the highway. 


Residential Accessibility 

H. EFFECT ON COMMERCIAL ACCESSIBILITY 

Numerous businesses rely on pass-by traffic and easy accessibility to/from Columbia 

Valley Highway. This criterion will assess the relative accessibility impacts of each 

option. 


Commercial Accessibility 

I. COMPATIBILITY WITH LOCAL CONTEXT AND SURROUNDING LAND USE 

Each option may contribute or detract from the existing rural recreational context 

which relies on scenic views and a general sense of isolation as a key factor in 

attracting residents and visitors. 

Evaluation Output: Minor/Moderate/Significant Compatibility/Incompatibility with 

Existing Local Context and Land Use 

SW1193SWA – July 2012 52

J. IMPLEMENTATION SCHEDULE 


Each option varies in terms of its ease of implementation. Where operational changes 

or changes within the existing right-of-way are proposed, the option can be 

implemented fairly readily. Options requiring property impacts, major access changes 

or complex detailed design and additional funding will take many years to implement. 

The evaluation will determine whether each option would fall within a short (0 to 5 

years), medium (5 to 10 years) or long term (beyond 10 years) implementation 

timeframe. 

Evaluation Output: Short / Medium / Long Term Implementation Timeframe 

K. RIGHT-OF-WAY AND ENVIRONMENTAL IMPACTS 

The ability to fit all vehicular and pedestrian / cycling requirements of each option into 

the existing right-of-way is an important consideration as exceeding the right-of-way 

will require costly and time consuming property acquisition. Any environmentally 

sensitive impacts will also be noted and ranked in terms of the severity of impact. 

The evaluation will determine whether each option would have low, medium or high 

right-of-way / environmental requirements. 

Evaluation Output: Low / Medium / High Right-of-Way and Environmental 

Requirements 

L. OPERATIONS AND MAINTENANCE 

This criterion will consider special operating or maintenance requirements of each 

option. These could include the annual costs of staffing, temporary equipment setup 

pavement sweeping and snow clearing among other items. 


operational and maintenance requirements. 

Evaluation Output: Low / Medium / High O&M Requirements 

M. COST 

The relative implementation cost of each option will be assessed at a high level using 

a conceptual single line sketch and typical unit costs. The cost is dependent on the 

extent of physical modifications, the complexity of the modifications, and right-of-way 

requirements. 


construction costs. 

Evaluation Output: Low / Medium / High Construction Cost 

SW1193SWA – July 2012 53

9.0 OPTION EVALUATION 


This section provides the results of the comparative analysis. At the end of the 

section, Table 8 provides an overall summary of each option based on the criteria 

developed. 

A. TRAFFIC LEVEL OF SERVICE AND MOBILITY IMPACT 

Option 1: Upgraded Overland Forest Service Road (east) 

Due to the indirect routing of the Liumchen Forest Service Road as compared with 

Columbia Valley Highway, even if the road were upgraded to facilitate two-wheel drive 

vehicles at a reasonable operating speed, it is expected that only a small proportion of 

familiar local area drivers would choose to utilize it, even at peak summer traffic times 

with high congestion. This option would therefore be neutral with respect to traffic 

level of service and mobility (neither having a negative impact, nor providing any 

substantial benefit). 

Option 2: Memorandum of Understanding to Utilize Sleepy Hollow Connector 

This option would provide for a relatively direct alternative connection between the 

Cultus Lake central activity areas and Vedder Mountain Road. Without active 

promotion of the use of the route, however, its use will primarily be by familiar local 

area drivers during periods of peak summer congestion. This option would therefore 

have a minor positive impact on traffic level of service and mobility. 

Option 3: New Overland Forest Service Road (west) 

Due to the location of the proposed Forest Service Road to avoid the existing Vedder 

Mountain trail system, as the road would be well south of the core Cultus Lake activity 

area, it is expected that only a small proportion of familiar local area drivers would 

choose to utilize it, even at peak summer traffic times with high congestion. This 

option would therefore be neutral with respect to traffic level of service and mobility 

(neither having a negative impact, nor providing any substantial benefit). 

Option 4: New Shoulders 

This option would allow for additional paved road width in Cultus Lake Provincial Park 

that would reduce traffic friction due to pedestrians and cyclists, as well as vehicles 

turning to/from local access points. A minor positive impact on level of service and 

mobility would likely result at peak traffic times. 

SW1193SWA – July 2012 54

Option 5: New Multi-Use Pathway 


This option would allow for pedestrians and cyclists to be shifted off of the roadway 

through Cultus Lake Provincial Park thereby slightly reducing friction with traffic. A 

minor positive impact on level of service and mobility would likely result at peak 

traffic times. 

Option 6: New Enforcement Checkpoint 

This option would result in a slight traffic volume reduction at peak times due to the 

deterrent effect and the interception of drivers/vehicles in violation of traffic rules and 

regulations. However, the checkpoint itself may create congestion on the entrance to 

the area and would therefore likely have an overall neutral effect on traffic level of 

service and mobility at peak times. 

Option 7: ITS Applications 

This option would allow for constant monitoring of traffic volumes so as to plan 

supplemental traffic management resources accordingly. The traffic signal could be 

adjusted to allow for optimized signal timing plans and the Changeable Message 

Signs and traffic camera could assist travelers in choosing when to arrive / leave the 

area. Overall, the ITS option could have a moderate positive impact on traffic level 

of service and mobility at peak times. 

Option 8: Peak Weekend Traffic and Travel Demand Management 

This option would enhance existing traffic management procedures by clarifying the 

scope of activities, confirming personnel and resourcing requirements and providing 

an enhanced Public Information Plan tied to specific travel demand management 

measures. By reducing peak travel demand, and optimizing existing peak system 

capacity, this option could have a moderate positive impact on traffic level of service 

and mobility at peak times. 

Option 9: Selected Geometric Improvements 

The improvements considered at Leavens Road and Lindell Avenue will improve 

capacity and reduce delays and friction caused by slowing / turning vehicles. A 

moderate positive impact on traffic level of service and mobility would be provided 

at peak times and throughout the year. 

SW1193SWA – July 2012 55


B. ABILITY TO ACCOMMODATE FLUCTUATING DEMANDS 


This option would be somewhat limited in its ability to accommodate additional traffic 

flows as it provides an indirect connection between Columbia Valley Highway and 

Vedder Mountain Road and its use would be limited to familiar local drivers with more 

rugged vehicles (even with upgrades). Overall the option has low flexibility to 

accommodate demand fluctuations. 


This option would have high flexibility to accommodate additional traffic flows as it 

parallels an existing desire line well and does not require a specially equipped vehicle. 


This option would be somewhat limited in its ability to accommodate additional traffic 

flows as the majority of traffic wishes to travel between Columbia Valley Highway and 

Vedder Mountain Road and the connection would be located well south of activity 

areas. Overall the option has low flexibility to accommodate demand fluctuations. 


This option would have moderate flexibility to accommodate additional travel 

demand, particularly offering a new alternative mode of travel for pedestrians and 

cyclists between Lindell Beach and Cultus Lake activity areas. 



demand, particularly offering a new alternative mode of travel for pedestrians and 

cyclists between Lindell Beach and Cultus Lake activity areas. 



demand. Checkpoint operators could select only as many vehicles as could be 

efficiently inspected at one time to limit delays and during the peak hours of the day 

the majority of inbound traffic could bypass the checkpoint. 

SW1193SWA – July 2012 56



This option would have high flexibility to accommodate additional travel demand, as 

special signal timings plans and advisory messages could only be deployed when 

needed on peak weekends. 


This option would have high flexibility to accommodate additional travel demand, as 

supplemental resources and personnel would only be deployed when needed on peak 

weekends. In addition, travel demand management plans can be implemented only as 

needed in advance of peak long weekends. 


The improvements at Leavens Road and Lindell Avenue would have moderate 

flexibility in accommodating fluctuating demand. Throughout the year, these 

improvements will mostly serve a safety function when demands are low and speeds 

are high. On peak weekends, however, the new turning bays can provide additional 

area to stack / store queued vehicles without disrupting through traffic. 

SW1193SWA – July 2012 57

C. EFFECT ON COLLISION FREQUENCY / SEVERITY 



This option would potentially allow for some trips to be diverted from Columbia Valley 

Highway to an upgraded Liumchen Forest Service Road. While this could slightly 

reduce traffic and the resultant collisions on Columbia Valley Highway, by diverting 

traffic to a facility with a lower design speed and less tolerant horizontal and vertical 

curvature, a minor increase in collisions could result. 



Highway to the existing Sleepy Hollow Connector. While this could slightly reduce 

traffic and the resultant collisions on Columbia Valley Highway, by diverting traffic to a 

facility with a lower design speed and less tolerant horizontal and vertical curvature, a 

minor increase in collisions could result. 



Highway to a new western Forest Service Road connection. While this could slightly 

reduce traffic and the resultant collisions on Columbia Valley Highway, by diverting 

traffic to a facility with a lower design speed and less tolerant horizontal and vertical 

curvature, a minor increase in collisions could result. 


Based on ICBC’s typical Collision Reduction Factors, shoulder widening can reduce 

all crashes by approximately 15% with a reduction in off-road crashes of 

approximately 20%. This option could result in a moderate decrease in collision 

frequency and severity. 


Although there were limited records of collisions involving pedestrians and / or 

cyclists, the provision of a new separated multi-use pathway would result in a minor 

decrease in the risk of collisions in the future. 


This option would allow for enforcement of speed, alcohol, and age/passenger 

restriction laws (violation of these appeared to be a factor in numerous collisions 

SW1193SWA – July 2012 58


along the corridor). As the checkpoint would only provide a safety benefit when staffed 

by police, its effectiveness is limited by how often it is used and therefore a minor 

decrease in collisions has been assumed. 


This option would likely have a neutral impact on traffic safety as the focus of the ITS 

applications is to more efficiently move variable traffic flows and enhance public 

information of traffic conditions. 


This option would likely have a neutral impact on traffic safety as its focus is on more 

efficiently moving traffic flow and potentially shifting trips to outside of the peak hours 

on long weekends. 


According to ICBC, the provision of a left-turn or right-turn lane can reduce all crashes 

at an intersection by between 15% and 25%, while realignment to reduce intersection 

angle can reduce all crashes at the intersection by up to 35%. These would be 

applicable to improvements at Lindell Avenue and Leavens Road, respectively. This 

option could result in a moderate decrease in collision frequency and severity. 

SW1193SWA – July 2012 59

D. EFFECT ON EMERGENCY MANAGEMENT 



This option would have a moderate positive impact on emergency management by 

providing an indirect connection between Chilliwack Lake Road and Columbia Valley 

Highway. This would allow for evacuation or traffic bypass in the event of the closure 

of Columbia Valley Highway north of Sleepy Hollow Road or the closure of Chilliwack 

Lake Road north of the Vedder River. 


This option would have a strong positive impact on emergency management by 

providing an efficient connection between Columbia Valley Highway and Vedder 

Road. This would allow for evacuation or traffic bypass in the event of the closure of 

Columbia Valley Highway north of Leavens Road. 


This option would have a moderate positive impact on emergency management by 

providing a connection between Columbia Valley Highway and the road network west 

of Vedder Mountain. This would allow for evacuation or traffic bypass in the event of 

the closure of Columbia Valley Highway north of Iverson Road. 


This option would have a minor positive impact on emergency management within 

the Cultus Lake Provincial Park by providing additional road width for first responders 

to access emergency or collision sites. 


This option would have a neutral impact on emergency management in the area. 


This option would have a minor positive impact by allowing first responders to 

redirect traffic entering the Columbia Valley Highway in the event of an incident 

requiring a road closure. 

SW1193SWA – July 2012 60



This option would have a minor positive impact by providing public information on 

the status of emergency road closures or collisions. In addition, the provision of a 

camera could aid in monitoring traffic impacts due to collisions. 


This option would have a minor positive impact by having additional personnel, 

resources, and formalized procedures on hand in the event of an incident occurring 

during the peak long weekends. 


Although the geometric improvements would provide some additional road space in 

selected areas to access incidents or manage traffic, they do not provide any 

alternatives in the event of a full closure. A neutral impact is therefore estimated. 

E. EFFECT ON NON-MOTORIZED TRAVEL MODES 


Due to the length of detour and grade changes, this option would provide limited 

benefit to walkers and/or cyclists and is therefore considered neutral. 


This option would provide limited benefit to walkers and/or cyclists and is therefore 

considered neutral. 


Due to the severity of the grade changes, this option would provide limited benefit to 

walkers and/or cyclists and is therefore considered neutral. 


This option would have a moderate positive impact on pedestrian and cyclist travel 

by linking the Lindell Beach and Cultus Lake activity areas. 


This option would have a moderate positive impact on pedestrian and cyclist travel 

by linking the Lindell Beach and Cultus Lake activity areas. 

SW1193SWA – July 2012 61



This option would have a neutral impact on pedestrians and cyclists. 


This option would have a neutral impact on pedestrians and cyclists. 


This option would have a neutral impact on pedestrians and cyclists, although it 

could rely on increased walking and cycling trips to mitigate peak demand. 


This option would have a neutral impact on pedestrians and cyclists as currently 

conceived, however, additional localized shoulder widening could be provided as part 

of the improvements. 

F. ACCOMMODATION OF TRAILERED / RECREATIONAL VEHICLES 


This option would have a neutral impact on trailered / recreational vehicles as 

Columbia Valley Highway would still be smoother and easier to traverse with heavier 

or trailered vehicles. 









SW1193SWA – July 2012 62



This option would have a minor positive effect on trailered / recreational vehicles as 

it would allow for additional maneuvering and deceleration space through the Cultus 

Lake Provincial Park. 


This option would have a neutral impact on trailered / recreational vehicles. 








By upgrading turning radii and providing additional vehicle storage for turning, this 

option would have a minor positive impact on trailered / recreational vehicles. 

G. EFFECT ON LOCAL RESIDENT ACCESSIBILITY 


This option would have a minor positive effect on local resident accessibility, 

primarily during peak times and particularly those with rugged vehicles and who are 

aware of the network connectivity. 


This option would have a strong positive effect on local resident accessibility during 

peak times as the connection allows for bypass of congestion on Columbia Valley 

Highway. 

SW1193SWA – July 2012 63



By providing a “back door” access to Cultus Lake south, this option would have a 

minor positive effect on resident accessibility, primarily during peak times and 

particularly for those who are aware of the network connectivity. 


This option would be neutral with respect to resident accessibility by vehicle. 


This option would be neutral with respect to resident accessibility by vehicle. 


This option could have a potential minor negative impact to local residents who 

would occasionally be stopped on their way to their homes, resulting in delays which 

could be perceived as intrusive. 


This option would have a minor positive impact on resident accessibility by 

providing information to locals on road and traffic conditions, and by optimizing signal 

timing at Vedder Mountain Road and Columbia Valley Highway. 


This option would have a minor positive impact on resident accessibility by having 

personnel, resources and public information available on hand to avoid peak traffic 

congestion. 


This option would have a minor positive impact on resident accessibility by 

improving the efficiency of key local intersections and making it easier to turn onto and 

off of Columbia Valley Highway. 

SW1193SWA – July 2012 64

H. EFFECT ON COMMERCIAL ACCESSIBILITY 



This option would have neutral impacts on commercial accessibility as the majority 

of commercial / recreational activity drawn from around the region is likely to arrive / 

depart via the well known and more prominent Columbia Valley Highway route. 


This option would have neutral impacts on commercial accessibility as most 

unfamiliar motorist would likely continue to utilize the Columbia Valley Highway. 


This option would have neutral impacts on commercial accessibility as the majority 

of commercial / recreational activity drawn from around the region is likely to arrive / 

depart via the well known and more prominent Columbia Valley Highway route. 


This option would have neutral impacts on commercial accessibility. 


This option would have neutral impacts on commercial accessibility. 


This option could have a moderate negative effect on commercial accessibility as 

discretionary visitors are delayed at the checkpoint at peak times. More time sensitive 

travelers may choose to visit other areas instead of Cultus Lake. 


This option would have minor positive effects on commercial accessibility by 

improving signal capacity and providing enhanced traveler information during peak 

times. 


This option would have a minor positive impact on commercial accessibility by 

having personnel, resources and public information available on hand to minimize 

peak traffic congestion. 

SW1193SWA – July 2012 65



This option would have a minor positive impact on commercial accessibility by 

improving the efficiency of key local intersections and making it easier to turn onto and 

off of Columbia Valley Highway. 

I. COMPATIBILITY WITH LOCAL CONTEXT AND SURROUNDING LAND USE 


This option would provide moderate compatibility with the local context and 

surrounding land use as it would utilize existing rights-of-way and connect two 

communities which currently rely on only a single access point. 


This option would provide moderate compatibility with the local context and 

surrounding land use as it would utilize existing rights-of-way while improving access 

for the Cultus Lake area. 


This option would have a minor incompatibility with the local context and 

surrounding land use as it would require a new connection across Vedder Mountain 

Road and could draw traffic through quieter farming land uses. 



surrounding land use as it would impact trees and narrow right of way associated with 

the Cultus Lake Provincial Park experience. 



surrounding land use as it would impact trees and scenic narrow right of way 

associated with the Cultus Lake Provincial Park experience. 


This option would have strong compatibility with the surrounding local context and 

land use as it serves as a controlled gateway to a popular regional recreational area 

SW1193SWA – July 2012 66


(similar to many Provincial Park entrances). There would also be limited conflict with 

the more scenic parts of the roadway. 


This option would have a strong compatibility with the surrounding local context and 

land use as physical modifications are kept to a minimum, the option is designed to 

manage significant peak to base traffic variations such as those seen in Cultus Lake, 

and will provide up-to-date information for infrequent travelers to/from the area. 


This option would have a strong compatibility with the surrounding local context and 

land use as physical modifications are kept to a minimum, personnel and resources 

can be deployed as needed to manage significant peak to base traffic variations such 

as those seen in Cultus Lake, and working with campsite operators can help to shift 

trip times to minimize overall peak weekend impact. 


This option would have minor compatibility with the surrounding local context and land 

use as it helps to manage traffic operations and safety at well defined intersections 

despite its impact on existing right-of-way and physical characteristics. 

SW1193SWA – July 2012 67

J. IMPLEMENTATION SCHEDULE 



This option would require a more detailed engineering design and review and could 

be phased in over the medium term depending on funding availability. 


This option would require negotiation between the FVRD, Provincial Government and 

Soowahlie Band to prepare an acceptable operating agreement including the 

identification of funding requirements. It is expected this would be a short term time 

frame. 


This option would require significant detailed design, confirmation of alignment and 

right-of-way, possible property acquisition and public consultation. As such, it is 

considered a long term option. 


This option would require significant detailed design to mitigate environmental 

impacts. Costs may also necessitate implementation in stages. It is considered a 

medium to long term option. 


This option would require significant detailed design to mitigate environmental impacts 

and select the most appropriate alignment. Costs may also necessitate 

implementation in stages. It is considered a medium to long term option. 


This option would require a moderate amount of design which, along with 

construction, could be completed in the medium term. 


This option would require some electrical planning, design and procurement but could 

be implemented within a relatively short term time frame. 

SW1193SWA – July 2012 68



This option would build upon existing special traffic management measures and could 

be implemented within a short term time frame. 


These options would require consultation with local property owners, possible 

acquisition of right-of-way and detailed engineering design and funding. Completion 

could be within the medium to long term time frame. 

K. RIGHT-OF-WAY AND ENVIRONMENTAL IMPACTS 


This option would require additional road width, regrading and possible realignment, 

resulting in medium to high right-of-way and environmental impacts. 


This option would have low right-of-way and environmental impacts. 


This option would have high right-of-way and environmental impacts due to the 

traversal of Vedder Mountain and the need for extensive road switchback length to 

minimize grades. 


This option would have high right-of-way and environmental impacts due to the likely 

need for blasting, retaining walls and established vegetation clearing. 


This option would have high right-of-way and environmental impacts due to the likely 

need for blasting, retaining walls and established vegetation clearing. 


This option would have medium right-of-way and environmental impacts, mostly 

owing to the amount of fill required to establish the pull-off area. 

SW1193SWA – July 2012 69



This option would have low right-of-way and environmental impacts, limited only to 

device installation. 


This option would have low right-of-way and environmental impacts as no physical 

modifications would be required. 


This option would have medium right-of-way and environmental impacts, with the 

opportunity for long term restoration of closed roadway segments. 

L. OPERATIONS AND MAINTENANCE 


This option would have medium to high operating and maintenance costs due to the 

road’s length, additional signage to install and monitor, right-of-way brushing, as well 

as maintenance of the running surface. Monitoring of the area for illegal dumping 

would also continue to require maintenance effort. 


This option would have low to medium operating and maintenance costs, likely 

limited to signage, right-of-way brushing and maintenance of the running surface. 


This option would have medium to high operating and maintenance costs due to, 

right-of-way brushing, as well as maintenance of the running surface. Monitoring of 

the area for illegal dumping would also require maintenance effort. 


This option would have relatively low operating and maintenance costs including 

sweeping and plowing an additional 3.0 m of road width and the maintenance of any 

required retaining walls. 

SW1193SWA – July 2012 70



This option would have low to medium operating and maintenance costs including 

sweeping and plowing the path which is assumed to be separate from the regular 

road right-of-way. 



sweeping and plowing the area, and the costs of police enforcement. 



the maintenance of cameras, detection equipment and changeable message signs. 


This option would have medium operating and maintenance costs due to the 

requirement to mobilize personnel and equipment as and when required. 


This option would have low operating and maintenance costs as the extent of 

additional roadway to sweep, clear and maintain would be limited. 

M. COST 


This option would involve high costs due to extensive regrading, realignment and 

road widening in relatively difficult terrain. 


This option would be low cost as no physical modifications would be required. 


This option would be high cost due to the design requirements, acquisition of new 

right-of-way and new road construction in difficult terrain. 

SW1193SWA – July 2012 71



This option would be high cost due to the need for blasting, clearing and potential 

retaining wall construction in constrained right-of-way. 


This option would be high cost due to the need for blasting, clearing and potential 

retaining wall construction in constrained right-of-way. 


This option would be medium cost due to the fill requirements and general 

construction costs. 


This option would be low to medium cost depending on the communications / 

interconnectivity requirements. 


This option would be relatively low capital cost as most personnel and equipment 

could be deployed as needed. 


This option would have medium capital costs due to right-of-way acquisition, clearing 

and decommissioning of closed roads. 

Table 8 provides an overall summary of the evaluation of each option for easy 

reference. 

SW1193SWA – July 2012 72

Option / Criterion 

A. Traffic Level of Service and 

Mobility Impact 

B. Ability to Accommodate 

Fluctuating Demands 

C. Effect on Collision 

Frequency / Severity 

D. Effect on Emergency 

Management 

E. Effect on Non-Motorized 

Travel Modes 

F. Accommodation of Trailered 

/ Recreational Vehicles 

G. Effect on Local Resident 

Accessibility 

H. Effect on Commercial 

Accessibility 

I. Compatibility with Local 

Context and Surrounding 

Land Use 

1 Upgraded Overland FSR 

Route (east) 

2 Memorandum of 

Understanding to Utilize 

Sleepy Hollow Connector 

Neutral Minor Positive Impact 

+ 

Low Flexibility 

+ 

Minor Increase 

- 

Moderate Positive Effect 

++ 

High Flexibility 

+++ 


- 

Strong Positive Effect 

+++ 

3 New Overland FSR Route 

(west) 

Neutral Minor Positive Impact 

+ 


+ 


- 


++ 

Table 8: Option Evaluation Table 

4 New Shoulders 5 New MUP 

Moderate Flexibility 

++ 

Moderate Decrease 

++ 

Minor Positive Effect 

+ 

Neutral Neutral Neutral Moderate Positive Effect 

++ 

Neutral Neutral Neutral Minor Positive Impact 

+ 


+ 

Strong Positive Effect 

+++ 


+ 

Minor Positive Impact 

+ 

6 New Enforcement 

Checkpoint 

7 ITS Applications 

Neutral Moderate Positive Impact 

++ 


8 Peak Weekend 

Traffic and Travel 

Demand Management 

Medium Positive Impact 

++ 

9 Selected Geometric 

Improvements 

Moderate Positive 

Impact 

++ 

SW1193SWA – July 2012 73 


+ 

Minor Decrease 

+ 


++ 

Minor Decrease 

+ 

Neutral Minor Positive Effect 

+ 


++ 


+++ 


+++ 

Neutral Minor Decrease 

+ 


+ 


+ 


++ 

Moderate Decrease 

++ 

Neutral 

Neutral Neutral Neutral Neutral 

Neutral Neutral Neutral Neutral Moderate Positive 

Impact 

++ 

Neutral Neutral Minor Negative Effect 

- 

Neutral Neutral Neutral Neutral Neutral Moderate Negative Effect 

-- 

Moderate Compatibility 

++ 

J. Implementation Schedule Medium Term 

+ 

K. Right-of-Way 

Environmental Impacts 


L. Operations 

Maintenance 


Medium to High 

- 


- 

M. Cost High 

-- 

Moderate Compatibility 

++ 

Short Term 

++ 

Low 

++ 

Low to Medium 

+ 

Low 

++ 

Minor Incompatibility 

- 

Long Term 

-- 

High 

-- 


- 

High 

-- 


- 

Medium to Long Term 

- 

High 

-- 

Low 

++ 

High 

-- 


- 

Medium to Long Term 

- 

High 

-- 

Low to Medium 

+ 

High 

-- 

Strong Compatibility 

+++ 

Medium Term 

+ 

Medium 

+ 

Low to Medium 

+ 

Medium 

+ 


+ 


+ 


+++ 

Short Term 

++ 

Low 

++ 

Low to Medium 

+ 

Low to Medium 

+ 


+ 


+ 


+++ 

Short Term 

++ 

Low 

++ 

Medium 

+ 

Low 

++ 


+ 


+ 

Minor Compatibility 

+ 

Medium Term 

+ 

Medium 

+ 

Low 

++ 

Medium 

+


Based on the results of the evaluation, a score was assigned to each option based on 

the tally of “+” or “-“ rankings it received as shown in Table 9. Neutral options were 

scored zero. The higher the score, the more favorable the option assuming all 

evaluation criteria are weighted equally. 

Table 9: Option Scoring Results (Equal Weighting) 

Option Score 

8 – Peak Weekend Traffic and Travel Demand Management 19 

2 – Memorandum of Understanding to Utilize Sleepy Hollow Connector 18 

7 – ITS Applications 17 

9 – Selected Geometric Improvements 16 

6 – New Enforcement Checkpoint 8 

4 – New Shoulders 5 

1 – Upgraded Overland FSR Route (east) 2 

5 – New MUP 0 

3 – New Overland FSR Route (west) -5 

As shown in Table 9, Options 8, 2, and 7 ranked the highest mainly due to the low 

capital costs to deploy and the minimum of physical impacts required. 

For capital projects, the Options 9 and 6 ranked reasonably well and could assist in 

improving safety and accessibility as funding is made available. 

Between the two options for improving pedestrian and cycling connectivity, both 

options scored relatively low due to cost, however, the provision of wider shoulders 

should be considered as a preferred alternative to creating an off-road cycle path. 

This is consistent with the cycling and pedestrian treatment along the remainder of the 

corridor, and provides benefits in terms of emergency response and vehicle 

access/mobility. However, the widened shoulders also have the potential to increase 

vehicle travel speed and encourage illegal parking and stopping at peak times. 

SW1193SWA – July 2012 74


10.0 PREFERRED MITIGATION STRATEGY AND 

SENSITIVITY REVIEW 

10.1 Preferred Mitigation Strategy 

Based on the results of the option evaluation and referring back to the principal 

objectives for Future Mitigation Measures, the following Table 10 summarizes the 

preferred mitigation strategy as well as the proposed timeframe for implementation. 

Principal Objective 

Table 10: Mitigation Strategy 

Preferred Mitigation Option(s) Implementation Timeframe 

1-Enhance emergency 

management capabilities to/from 


2-Manage and reduce traffic 

congestion at peak times of the 

year 

3-Promote alternative modes of 

transportation to/from and within 

the area 

4-Maintain a high level of road 

safety along Columbia Valley 

Highway 

2-Memorandum of Understanding Short Term (0 to 5 years) 

to Utilize Sleepy Hollow 

Connector 

8-Peak Weekend Traffic and Short Term to Medium Term 

Travel Demand Management 

7-ITS Applications 

6-New Enforcement Checkpoint 

(5 years) 

4-New Shoulders Medium to Long Term (10 

years) 

9-Selected Geometric 

Improvements 

Medium Term (5 to 10 years) 

An additional key component of the overall mitigation strategy is ensuring the traffic 

impacts and access requirements of future developments receive an appropriate level 

of review and study. To this end, the following are criteria that should be considered 

when reviewing major development traffic impact studies in the Columbia Valley / 

Cultus Lake area: 

� Volume of background traffic on the affected section of Columbia Valley 

Highway during peak (June to August) and off-peak seasons (September to 

May) for reference; 

� Peak hour traffic generation rates should be reviewed for Saturday or Sunday 

peak hours in addition to standard AM and PM peak commuter hours; 

SW1193SWA – July 2012 75


� Forecasts undertaken to determine development traffic impacts during the 

peak (June to August) and off-peak (September to May) conditions; 

� Analysis scope that includes the subject site access point with Columbia 

Valley Highway, as well as the next major downstream intersection or signal 

which serves as an overall volume control; 

� Detailed analysis of site driveways including sightlines, 

acceleration/deceleration lanes, turning radii, horizontal/vertical alignment, 

spacing, and special vehicle functional requirements. 

With the combination of traffic management measures and geometric improvements 

noted above, it is expected that the principal study objectives can be achieved and 

traffic congestion reduced. It is important to note that while approval agencies can 

help to manage and mitigate future traffic impacts through new development controls 

and requirements, there are a number of factors which are to a certain extent beyond 

the control of these agencies such as weather, economic factors and the popularity of 

the Cultus Lake area’s recreational amenities for visitors from around the region. The 

potential influence of these factors is assessed as part of the sensitivity review below. 

10.2 Sensitivity Review 

Factors which will drive the urgency of each of the above mitigation measures include: 

� Timing for development and construction – some projects may be delayed or 

scaled back depending on economic conditions, whereas others may be 

completed but not reach full occupancy or utilization for some time; 

� The rate at which peak hour trips are generated for each development – the 

developments could have higher or lower trip rates than average; 

� The general population growth rate in the surrounding Fraser Valley and 

Greater Vancouver regions and the choice of Cultus Lake for local 

recreational trips – as the potential “pool” of visitors grows, there may be 

increased “uplift” in traffic volumes in Cultus Lake at peak times; 

� Economic growth and cycles – in addition to influencing the size and pace of 

development, economic downturns can encourage more vacations to be 

made locally, while upturns can encourage trips to be made outside of the 

region and even the province. This trend could also be tied to gas prices; 

� Safety record along Columbia Valley Highway – although the current collision 

history is lower than similar facilities around the province, there is the risk of 

high profile collisions which can focus attention on improving safety conditions 

where feasible. The general number of collisions may also continue to 

increase in proportion to traffic growth, exacting a growing claims cost; and 

� The extent to which local trips within Cultus Lake can be made by walking, 

cycling, or transit, thereby reducing vehicular travel at peak times. 

SW1193SWA – July 2012 76


In consideration of these factors, a sensitivity test was undertaken for each of the Off- 

Peak (September to May), Peak Summer (June to August) and Peak Day (Summer 

Long Weekend). For development traffic, in place of average ITE trip generation rates, 

the range of rates was applied to generate a high and low forecast. For general uplift 

traffic, the assumed 2.4% growth rate was charted to illustrate the relative proportions 

of this potential contribution to the general traffic flows along Columbia Valley 

Highway. Capacity, as defined by the 1,100 vehicles per hour per direction at the 

Sunnyside Boulevard roundabout was overlain to determine how close this value is 

approached in the high or low growth scenarios. 

Figures 15a, b and c illustrate the seasonal sensitivity tests. 

Figure 15a: Off Peak Season Sensitivity Test 

As shown, even under a high trip generation scenario with all assumed development 

occurring, there would still be significant reserve capacity available to accommodate 

traffic volumes. Uplift is not considered an issue during this part of the year. 

SW1193SWA – July 2012 77

Figure 15b: Peak Summer Season Sensitivity Test 


As shown, only under the high range of development trip generation rates would 

capacity be significantly exceeded. With a reduction in uplift growth, there could even 

be a capacity surplus remaining by 2030. 

SW1193SWA – July 2012 78

Figure 15c: Peak Day Sensitivity Test 


For the peak day on a summer long weekend, demand is already assumed to exceed 

capacity and further growth or uplift will continue to compound the issue. However, 

what this plot illustrates is the relative proportion of general uplift growth to 

development-related growth. Managing uplift and non local traffic will be key to 

managing traffic congestion on long weekends. 

In reviewing the above sensitivity charts, another consideration is the potential pool of 

walking and cycling trips that could utilize improved facilities. BC Transit stats indicate 

that 9% of daily trips in the FVRD are made by walking or cycling. This represents an 

achievable goal for selected trips within Cultus Lake. Assuming the majority of existing 

trips along Columbia Valley Highway (particularly between Lindell Avenue and 

Edmeston Road) are made by vehicle, Table 11 indicates a potential market for 

walking or cycling trips assuming the 9% share could be achieved through new 

facilities such as widened shoulders and supporting local land uses such as 

convenience stores and markets. 

SW1193SWA – July 2012 79


Scenario 

Table 11: Potential Walking and Cycling Trips 

Peak Hour 

Existing / Forecast 

Potential Walking 

Vehicle Trips 

and Cycling Trips (9%) 

Off-Peak Season (Spring) 480 43 

Peak Season (Summer) 1280 115 

Peak Day (Long Weekend) 2600 234 

New Off-Peak Season 

150 13 

Development 

RV/campsites) 

(minus 

New Peak Season Development 304 27 

As shown, the potential for increased walking and cycling trips to mitigate off-peak 

and peak congestion is significant and represents a potential market for walking and 

cycling improvements as well as complementary land use options. 

SW1193SWA – July 2012 80


11.0 FINDINGS AND RECOMMENDATIONS 

Based on the analysis of existing and forecast conditions, as well as the generation 

and evaluation of options, the following findings and recommendations are provided: 

1) Capacity analysis of existing and forecast Columbia Valley Highway traffic volume 

resulting from development and regional growth indicate that congestion is and 

will continue to be an issue limited to summer long weekends with excellent 

weather. At all other times there is sufficient capacity to deal with a range of 

potential traffic growth scenarios. 

2) Safety analysis of Columbia Valley Highway indicates that when compared to 

other provincial facilities that carry similar traffic volumes, collision rates are 

somewhat lower. Almost half of the corridor collisions occur near the Vedder 

Mountain Road / Columbia Valley Highway signalized intersection. 

3) As there is only one year round vehicular connection to/from Cultus Lake, the 

area is vulnerable in the event of an incident requiring closure of the highway. On 

summer long weekends, the significant increase in local population raises the 

level of potential disruption in the event of a road closure. 

4) Pedestrian and cyclist connectivity is lacking between the Cultus Lake activity 

areas and the Lindell Beach / Cultus Lake South areas through the Cultus Lake 

Provincial Park. As shoulders are narrow, opportunities for shifting discretionary 

vehicle trips to walking or cycling trips are limited. 

5) Four principal objectives have been identified to shape future mitigation 

measures. These include developing a secondary light duty vehicle access 

to/from the Cultus Lake area, enhancing data collection and analysis capabilities 

for traffic management purposes, improving walking and cycling connectivity; and 

selected safety improvements as traffic volumes grow. 

6) Based on the principal objectives, and a variety of evaluation criteria, several 

options have been identified for further investigation, consultation and design. 

7) As a short term measure, to provide a reliable secondary access route to/from 

Cultus Lake, a Memorandum of Understanding is recommended with the 

Soowahlie First Nations for the use of Sleepy Hollow Road during emergencies. 

This opportunity requires agreement with Soowahlie First Nations, which may take 

some time to negotiate. 

8) For a short to medium term measure, data collection and analysis capabilities 

should be improved through the use of ITS applications such as traffic loop 

detectors and cameras. These can be coupled with enhanced peak weekend 

traffic management measures and a possible enforcement checkpoint. 

9) For the medium term horizon, as traffic volumes grow, selected geometric 

improvements should be considered at the Leavens Road and Lindell Avenue 

intersections to maintain Columbia Valley Highway’s safety record. 

SW1193SWA – July 2012 81


10) For the medium to long term horizon, provision of widened shoulders through the 

Cultus Lake Provincial Park area would enhance walking and cycling connectivity 

and potentially allow for a reduction in discretionary peak hour vehicle trips. 

11) A key component of the overall mitigation strategy is ensuring the traffic impacts 

and access requirements of future developments receive an appropriate level of 

review and study, most notably assessment of weekend peak and off-peak 

season conditions and driveway access functional requirements. 

12) A sensitivity test of potential development traffic volumes has confirmed that 

sufficient capacity should remain available along Columbia Valley Highway 

throughout most of the year regardless of whether a lower than average or higher 

than average trip generation rate is experienced. Peak season uplift remains a 

significant potential contributor to total traffic volumes, driven by regional 

population growth. 

13) It is important to note that while approval agencies can help to manage and 

mitigate future traffic impacts through new development controls and 

requirements, there are a number of factors which are to a certain extent beyond 

the control of these agencies such as weather, economic factors and the 

popularity of the Cultus Lake area’s recreational amenities for visitors from around 

the region. 

SW1193SWA – July 2012 82

Cultus Lake Traffic and Transportation Study - Fraser Valley ...

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