FAQs

The current Class C estimate for CP5—the section between Charters Road and Phillips Road—is approximately $27.5 million based on the selected 25-metre right of way.

A Class C estimate uses preliminary design information and measured quantities. It provides a detailed basis for planning but is not a final construction price or contractor bid. The estimate will be refined as the design advances and additional information becomes available.

If the entire $27.5 million were borrowed over 30 years at an assumed 4% financing rate, the estimated impact would be approximately $200 annually, or $16.50 monthly, for an average-assessed residential property.

The broader CP4, CP5 and CP6 corridor is currently estimated at approximately $50 million. If that entire amount were borrowed under the same assumptions, the estimated impact would be approximately $360 annually, or $30 monthly, for an average-assessed residential property.

These figures are for illustration only. If grants or other funding are received, the amount requiring borrowing - and the resulting property-tax impact - would be reduced. Actual costs would also depend on the final project scope, construction pricing, interest rates, borrowing term and Sooke’s future assessment base.

Council has not approved construction or borrowing for CP5 or the broader corridor. Updated costs and financial implications would be presented before future decisions are made.

No. Council has not approved construction of CP4, CP5 or CP6.

At its July 13, 2026 meeting, Council selected a 25-metre right of way for CP5 and directed staff to complete the design using the arterial-road standard in the Transportation Master Plan. This decision establishes the design direction only; it does not authorize construction, property acquisition or borrowing.

The incoming Council will decide whether and how the project advances after considering updated costs, grant funding, affordability, phasing options and other community priorities.

The current project includes three connected sections. Each is approximately 500 metres long.

• CP4 – Throup Road West: CP4 extends from the Church–Throup roundabout to Charters Road.
  • In alignment with the Transportation Master Plan, it would include multi-modal transportation improvements and could include parking improvements in collaboration with Sooke School District 62
• CP5 – Throup Road East: CP5 extends from Charters Road to Phillips Road, and was the focus of the July 13, 2026 meeting.
  • CP5 is the main missing connection in the corridor. Although it is only one part of the larger project, it remains technically challenging and costly because of the steep terrain and limited existing infrastructure.
  • The area currently contains a trail used by residents and students and connects with nearby SEAPARC lands, parks and cycling routes. Building a road through this area would require significant grading, fill, drainage, retaining structures, utilities and other infrastructure. As a result, reducing the length of the project would not produce a proportionate reduction in cost.
• CP6 – Phillips Road: CP6 extends along Phillips Road from Highway 14 to the proposed roundabout behind SEAPARC.
  • In alignment with the Transportation Master Plan, it would include multi-modal transportation improvements.
  • The proposed work could include parking and access improvements for SEAPARC and the Museum.

CP4, CP5 and CP6 could be constructed together or in phases. This would depend on available funding, updated costs and future Council direction.

Building one section at a time could reduce the amount of funding and borrowing required at the beginning of the project. However, phasing could increase the total cost over time because of:

• Inflation.
• Repeated contractor setup and mobilization.
• Separate procurement processes.
•  Additional project-management costs.
• Longer or repeated construction impacts.

Building all three sections together could reduce some of these repeated costs but would require a larger upfront investment.

The proposed connection would help create another east–west route through Sooke, running parallel to part of Highway 14. The complete parallel route would extend from Phillips Road to West Coast Road through Throup Road, Church Road, Wadams Way and Grant Road.

Previous traffic modelling suggests that up to approximately 30 per cent of westbound Highway 14 traffic could divert at Phillips Road. 

No. A borrowing referendum for this project will not be included in the October 17, 2026 General Local Election.

The project scope, updated costs, grant funding and potential borrowing requirements are not yet sufficiently defined. The incoming Council will decide whether and how the project advances.

If a future Council proposes long-term borrowing for the project, elector approval would be required before the borrowing could proceed. A future Council would determine the timing and method of obtaining that approval.

The District has applied for multiple grants seeking up to $29 million toward the broader CP4, CP5 and CP6 project. Grant decisions are still pending.

The amount and source of the remaining funding cannot be determined until there is clearer information about grant funding, project scope, phasing and updated costs. Long-term borrowing would likely be required if the project proceeds.

The incoming Council will consider the available funding options and determine whether and how to advance the project. If long-term borrowing is proposed, elector approval would be required before the District could proceed.

A borrowing referendum, legally called assent voting, is a binding public vote used to obtain elector approval for long-term municipal borrowing.

Before holding a referendum, Council would need to define the project, maximum borrowing amount, purpose and repayment term in a loan authorization bylaw. The proposed bylaw would receive three readings and require approval from the provincial Inspector of Municipalities before being presented to electors.

Eligible resident electors and non-resident property electors would then vote “YES” or “NO” on whether the District may borrow the amount described in the bylaw. Approval is obtained if a majority of the valid votes cast are in favour.

A “YES” result would authorize Council to adopt the loan authorization bylaw and continue the borrowing process. It would not award a construction contract or require the District to borrow the full authorized amount.

A “NO” result would mean the District could not proceed with the proposed borrowing. Council could reconsider the project, seek other funding, reduce or phase the work, or bring forward a revised proposal requiring a new approval process.

Under the Community Charter, elector approval may be obtained through a referendum or an alternative approval process. A future Council would determine the timing and method if long-term borrowing is proposed. No borrowing referendum for this project will be held as part of the October 17, 2026 General Local Election.

This process is outlined in the Community Charter and the Province’s local government elector-approval guidance

The District’s Transportation Master Plan identifies the Throup Road Connector and Phillips Road Corridor as key priorities to reduce congestion and improve mobility for all users — whether driving, walking, cycling, or using other wheels.

The project also responds to long-standing public feedback supporting safer, more connected multimodal transportation options, and aims to redirect local traffic off Highway 14 to help alleviate congestion in the town core.

The project is being designed to accommodate anticipated community growth for the next 50 years, to more effectively ensure that transportation infrastructure responds to long-term development in Sooke and evolving travel needs of the community. 

Multimodal infrastructure, such as sidewalks, bike lanes, and multiuse paths, gives people more choices for getting around and supports healthy, active living. It helps create a more connected and accessible community, where residents of all ages and abilities can move safely and comfortably.

By incorporating complete streets principles, the project ensures that roads are designed for everyone, not just drivers, improving accessibility, and overall quality of life throughout the community.

In addition, many provincial and federal grant programs prioritize active transportation features as a key funding criterion, allowing the District to leverage grants and reduce the amount that would need to be funded through a borrowing referendum.

The District recognizes that all large infrastructure projects have some level of environmental impact. While this project includes design features and monitoring to reduce and manage those impacts, they cannot be eliminated entirely.

Environmental measures built into the design include:

• Wildlife considerations such as maintaining limited habitat connections and incorporating design features that support safe movement where feasible. (While the project cannot fully restore or replicate natural corridors, it aims to balance transportation needs with local ecosystem protection.)
• Stormwater management upgrades to reduce flooding, control runoff, and protect local waterways.
• Vegetation and habitat protection measures to minimize tree removal and disturbance to sensitive areas.

Archaeological and cultural considerations include:

• Pre-construction assessments to identify areas of significance.
• Protocols and on-site monitoring to protect archaeological sites if they are encountered during construction.

In addition, environmental monitoring will occur during construction to ensure that regulatory requirements are met and impacts are managed responsibly.

If a borrowing referendum is not approved, the project will be deferred until another funding or delivery option is identified.

A road right of way is the full area of land reserved for transportation infrastructure. It is wider than the travelled roadway and may include:

• Vehicle lanes.
• Sidewalks and cycling facilities.
• Boulevards and landscaping.
• Transit and school-bus infrastructure.
• Utilities and street lighting.
• Drainage infrastructure.
• Retaining structures.
• Space for maintenance and future improvements.

Council selected a 25-metre right of way for CP5. This means the design will reserve a corridor up to 25 metres wide to accommodate the roadway and supporting infrastructure.

It does not mean the entire 25-metre width would be paved, cleared or constructed immediately. The amount of land ultimately required and how the space would be used will depend on the completed design, roadway alignment, terrain, drainage, retaining structures and other engineering requirements.

Council’s decision establishes the design standard for CP5. It does not authorize construction, property acquisition or borrowing.

In 2005, Sooke residents voted on a proposal to construct a Town Centre Corridor - a new connector road and related Highway 14 upgrades intended to improve traffic flow and safety in the community. Like today’s Throup Road Connector and Phillips Road Corridor Project, that earlier initiative aimed to enhance east–west connections and create a safer, more efficient local road network.

The referendum question asked:

“Should the Council of the District of Sooke adopt Loan Authorization Bylaw No. 270, 2005, which authorizes the borrowing of two million six hundred thousand dollars ($2,600,000) over a twenty-year period to finance the construction of the Town Centre Corridor Plan highway upgrades and parallel connector?”

The referendum did not pass, and the project did not proceed.

At that time, the proposed route included:

• A two-lane connector road extending from Gatewood Road (behind existing homes between Pyrite and Otter Point Roads) to Church Road near Throup Road.
• Closure of the Grant Road connection at Otter Point.
• Highway 14 upgrades between Atherley Close and Charters Road, including sidewalks, turn lanes, curbs, gutters, a median, new streetlights, and a traffic signal at Sooke and Charters.

Because borrowing authority was not approved, the District returned approximately $2 million in secured provincial funding.

A similar funding approach is being taken for the current Throup Road Connector and Phillips Road Corridor Project, where the District intends to pursue external grant funding to reduce local borrowing requirements before bringing a borrowing referendum forward in 2026.

However, several key factors make it difficult to compare the two projects directly:

• Route and Land Availability: The 2005 alignment passed behind existing homes along Grant Road and connected to Church Road. Much of that land has since been developed or subdivided, making it unsuitable for a new connector. The current project instead follows Throup Road and Phillips Road, connecting from Wadams Way to Church Road and onward to Phillips Road at Highway 14.
• Community Growth: Sooke’s population, traffic patterns, and development have changed substantially since 2005, requiring a new design that meets modern standards and future needs.
• Cost and Funding: Construction, land, and material costs have increased significantly since 2005, resulting in higher overall project estimates but also more opportunities to secure grant funding from provincial and federal programs.
• Planning Framework: Today’s project is guided by the Transportation Master Plan (2020) and a Complete Streets approach, emphasizing safety, accessibility, and multimodal design for walking, cycling, and driving.

Please refer to this MAP AND PARALLEL CONNECTOR PROJECT TIMELINE which gives more context and project history.

In essence, while both projects shared the goal of improving community connectivity, the current Throup Road Connector and Phillips Road Corridor Project reflects updated community priorities, modern planning standards, and accounts for long-term future growth to support a more robust transportation network.

This Let’s Talk Sooke page will be updated as new information becomes available.

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